OCTOBER 2016 • VOLUME SIXTEEN • NUMBER 10

AMERICAN BONANZA SOCIETY

The Official Publication for Bonanza, Debonair, Baron & Travel Air Operators and Enthusiasts Falcon Insurance Agency Inc. We’d JustFull Like Page to Say… Thanks4/C Ad Falcon Insurance and the American Bonanza Society For over 20 years, Falcon Insurance and the American Bonanza Society have worked together toward a common goal of promoting the safe enjoyment of all airplanes. Your Beechcraft. Nothing brings us greater joy than working with such enthusiastic owner-pilots and finding the best prices for your aviation needs, and knowing that in doing so, we are encouraging safe flying by supporting ABS’ development of new and improved flight safety training programs. And for that, we say thanks. Thanks for letting us be a part of the American Bonanza Society and the Air Safety Foundation… and thanks for trusting us with your insurance needs.

Barry Dowlen Henry Abdullah President Vice President & ABS Program Director

If you’d like to learn how Falcon Insurance can help you, Falcon Insurance Agency please call 1-800-259-4ABS, or visit http://falcon.villagepress is the Insurance Program Manager for the ABS Insurance Program .com/promo/signup obtain your free quote. When you do, we’ll make a $5 donation to ABS’ Air Safety Foundation.

Falcon Insurance Agency • P.O. Box 291388, Kerrville, TX 78029 • www.falconinsurance.com • Phone: 1-800-259-4227 Contents ABS 2 President's Comments AmericA n Memories and Celebrations by Paul Damiano 4 Operations by J. Whitney BonAnzA Hickman and Society Thomas P. Turner October 2016 • Volume 16 • Number 10 FLYING

ABS Executive Director 12 Preventing Gear-up Accidents J. Whitney Hickman by James Gallagher ABS-ASF Executive Director & Editor Thomas P. Turner 16 On the Cover: Keeping It in Managing Editor the Family: 1960 M35 N11GG Jillian LaCross by James Gallagher Technical Review Committee Tom Rosen, Stuart Spindel, 24 Command Pilot: Push and Hold Bob Butt, George Brown and the ABS Technical Advisors by Thomas P. Turner Graphic Design Bob Wilcox, Desiree Morgan, 30 BPPP: Limitations are Real Joe McGurn, Michael McCatty by Thomas P. Turner Printer Village Press, Traverse City, Michigan 32 Commercial Certificate

American Bonanza Society magazine (ISSN in a B36TC 1538-9960) is published monthly by the by David Matchet American Bonanza Society (ABS), 1922 Midfield Road, Wichita, KS 67209. The price of a yearly 34 Baron Pilot: Grand Flight subscription is included in the annual dues of Society members. Periodicals postage paid at and Sick Engine: Part 2 Wichita, Kansas, and at additional mailing offices. No part of this publication may be reprinted by George Brown or duplicated without the written permission of the Executive Director. OWNERSHIP/ The Society and Publisher cannot accept responsibility for the correctness or accuracy MAINTENANCE of the matters printed herein or for any opinions expressed. Opinions of the Editor or contributors 38 Insurance: Higher Liability do not necessarily represent the position of Limits: A Solution the Society. Articles or other materials by and about organizations other than ABS are printed by Barry Dowlen in the American Bonanza Society magazine as a courtesy and member service. Except 42 Remote Preheat: On and Off as expressly stated, their appearance in this by Henry Fiorentini magazine does not constitute an endorsement by ABS of the products, services or events of 44 Marge Gorman: The First such organization. Publisher reserves the right to reject any material submitted for publication. Female Board Member of Annual Membership Dues: ABS (and so much more!) • Domestic (US//) – $70 (US) • Two Year Domestic (US/Canada/Mexico) – $124 (US) by Art Pickens • International – $108 (US) • International (online magazine only) – $65 (US) 48 Transatlantic Journey Home • Two Year International (online magazine only) – $124 (US) in a G58 Baron • Additional Family Members – $27 each • Life membership – $1200 by Brett Panter Contact ABS Headquarters for details. Postmaster: Send address changes to American DEPARTMENTS Bonanza Society magazine, P.O. Box 12888, Wichita, KS 67277-2888. © Copyright 2016. 52 Forum 72 Classified Ads Send Articles/Letters To: American Bonanza 54 Tech Talk 76 Statement of Ownership Society Magazine Publication Office, P.O. Box 12888, Wichita, KS 67277, Tel: 316-945-1700, 56 Tech Tips 77 Photo: Oshkosh Wall Fax: 316-945-1710, E-mail: [email protected], 64 Member News of Fire Website: http://www.bonanza.org. Please note: Copy & photos submitted for publication become 66 ABS Aviators 78 ABS Board the property of the Society and shall not be 79 Events Calendar returned. Articles submitted with pictures receive 67 New Life Members publication preference. 67 Surly Bonds 80 ABS Contacts 68 GA News 80 Display Advertising Index The American Bonanza Society serves Beechcraft enthusiasts by sharing valuable safety, technical, and educational resources, and by promoting interaction among and advocacy on behalf of its members. 1 www.bonanza.org

President’s Comments

Memories and Celebrations By Paul Damiano

y wife Janet and I were synching calendars recently, and I realized snow squall over New Jersey at night, that next year I will have been a member of ABS for 25 years. The accidently running a fuel tank dry, running too close to a storm and getting year was 1992 when I bought N9431Y and advised immediately by into some pretty rough air–so many my flight instructor to join ABS. Who knew that a quarter century memories. Most are fond memories, but M there were some tense moments, too. later, I’d still be flying 31Y and writing this column in ABS Magazine? Our best memories are often wrapped up with attending Bonanza events. My only regret is not keeping as They’re not sparse records; they’re a We’ve flown to regional events with detailed of a log book of my 4,600 hours diary of a life in the air. My logbooks the North East Bonanza Group, ABS in the air as I should have. As a flight are pretty vanilla by comparison, full of conventions and fly-ins, Beech Heritage instructor, mostly doing flight reviews basic flight data but not much memory- Museum parties, B2OSH flights, and and currency training, I am often amazed jogging information. so many more. We have made some at the detail I find in some log books. Not But like you, I have vivid memories wonderful lifelong friends by participating just the basic info, but why they made of so many flights. I’m just never sure of in Bonanza events over the years, and we the flight, memorable notes on many the precise date it happened. Our first plan to attend many more. It’s been a fun flights, new experiences…lots of detail. flight out of the country, an unexpected and rewarding 25 years of flying!

2 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

peaking of anniversaries and mechanics taught Beech-specific Trade Show in Wichita, Kansas. This memories, the ABS headquarters maintenance procedures, and the list promises to be the largest homecoming S staff is hard at work putting together goes on. So much of this exists thanks ABS has ever had. has plans to celebrate the 50th anniversary to past and current ABS staff, Board agreed to assist in the celebration of the of the founding of ABS. The ABS 50th members, and volunteers for managing 50th anniversary of the ABS and the 70th Anniversary Convention and Trade Show all of this for us. Special thanks goes production year of the Bonanza with will be at Beech Field in Wichita, Kansas, to members who have donated to the factory tours and a Beechcraft Hangar September 21–24, 2017. I think 50 years ABS Air Safety Foundation and whose Party in the aircraft production facility. makes the ABS not only the largest gifts make many of our special member I can’t think of any event that will be airplane type club, but also the oldest. benefits possible. more spectacular for Beech enthusiasts From humble beginnings in New York One last anniversary we can’t forget in 2017 than a return to the Home of in 1967, co-founders BJ McClanahan to mention: The first customer Bonanzas the Bonanza for these momentous and Henry Schlossberg (both of whom, rolled of the Beech factory line in 1947, anniversaries. Look for more information regrettably, passed away recently) 70 years ago next year. No other aircraft from the headquarters staff in the coming founded the American Bonanza Society has that long of a continuous production months. If you own a Bonanza, Debonair, with much the same goals and mission run. Admittedly, today’s new Bonanzas Travel Air, or Baron; if you fly, maintain, statement as we have today. Both and Barons are very advanced and or teach in one; or you provide products were proud to see what their humble refined versions of the first Bonanza. and services to our members, you need beginnings have grown into over time. But the heritage of the Bonanza has to be in Wichita next September! We members of ABS enjoy unparalleled remained constant throughout those When I asked Janet to proofread my benefits of membership: a free online 70 years. notes, she reminded me of another key ground school, aircraft Service Clinics, Please mark your calendars now with anniversary to “celebrate” next year. flight instructors trained to instruct the dates September 21-24, 2017. Plan I bought N9431Y in 1992 when I was 40 and train Beech-specific flight profiles, to attend the 2017 ABS Convention and years old. You do the math.

Marsh Brothers Aviation 1/2 Page 4/C Ad

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 3 www.bonanza.org

Operations ABS By J. Whitney Hickman

The Future is Now

am pleased to announce that ABS is releasing the new version of our website later this • Improved Member Forum with the month. The production of the website is the result of a major financial commitment following enhancements: by the ABS Board of Directors, and countless staff and volunteer hours in planning • User contribution of content through and design. This new website has many new, slick features and capabilities. member forums and blog post. I • User promotion of the importance/ relevance of content. ABS will have If you were at EAA Oshkosh last July It’s easier to understand many the ability to give a thumbs up to each you were able to see a preview and of the improved concepts when you correct answer on the forum post or actually log onto the new site and explore. have the opportunity to browse the report back as an incorrect answer. Glenn Olsen, ABS Life Member and lead site first-hand, but I’d like to highlight volunteer on the project, gave ABS Tent some of the exciting new capabilities • Society approval of selected author- Topics presentations on the features of you’ll encounter when you navigate itative content as “ABS Approved.” through the site. the new www.bonanza.org and how to • Aircraft Model Type pages: These best utilize its new features. In addition, • Robust search function: Content that include representative pictures of the several volunteers have assisted us by has been indexed for easy searching aircraft model; pertinent information testing the site in preparation for release capabilities. Members can search such as maintenance documents, to our members and the general public. all 49 years of ABS magazines and service bulletins, Pilot’s Operating “We are building the foundation of a newsletters, Member Forum posts, Handbook or Owner’s Manual; and system that will live and breathe through new Member Blogs, and content descriptive information such as the contributions of members and staff,” generated by ABS staff and members. distinguishing features and common says Olsen. “The ongoing purpose of this modifications for each specific model. system is to leverage our brand and be • Member Blog page: ABS members a curated collection of information and will have the ability to their • Find a BPPP flight instructor or knowledge about Beechcraft products own ABS blog page to contribute and maintenance facility: Locate one near and our community that is searchable.” share information with others. your home base or other geographic

4 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

area utilizing enhanced geolocation capabilities. For example, find a mechanic when you’re away from home Northern ’s or to schedule a BPPP flight to coincide with business or personal travel. Beechcraft Specialists With 80 Years of Combined Experience. • Online Store: Now easier to use for renewing your ABS Quality Beechcraft Factory Trained Service, membership and purchasing ABS branded apparel. from Annuals to the biggest installs – we do it all • Member Profile page: Your very own profile, which you may with pride and professionalism. update with personal information at any time.

A Few Helpful Tips When Using This Site • Use your existing login and password from the current site once the new site goes live. If you don’t know your credentials, please email us at [email protected] with your request and At Honeycutt Aviation we take as much we will send them to you. If you only forgot your password, pride in your Beechcraft as you do. use the “Forgot My Password” feature on the website. • From anywhere in the website, click on the ABS logo at the upper left corner to return to the Home page.

• When using the search functions, there are several ways to narrow your search: magazine archives, members’ 530-741-1345 information, Member Blogs, and Forums. Or you can use all (MYV) Yuba County , Marysville, CA these search functions together at once. Be sure you log in www.honeycuttaviation.com as a member before you use the keyword search so you’ll be able to see and link to Members Only content. • If you have a question, chances are others have asked the same Air Conditioning! question at some time in the last 49 years, which means the answer is stored and searchable in our archives. If you still can’t find the answer you need, then use our Technical Advisors by email or by calling ABS 8:30 p.m.-4:00 p.m., Monday through Friday, U.S. Central Time, excluding holidays.

• You can update your personal information including your address and aircraft information when logged in under the “Edit My Profile” selection. This gives you the most up-to-date information in the Member Directory under the Community section.

• If you want to be included on the online directory and make your information available to other ABS members A True 16,000 BTU Cabin Comfort (this takes the place of the old paper directory that came Plus Control Developed For out once a year), you must release permission at the very Baron & Bonanza bottom of the “Edit My Profile” page, under “Privacy.” Your The Same System That information will not be given, sold, or released to other is Currently Installed in companies or organizations. the New G-Models Our new ABS website must meet the needs of a diverse group of A/C Systems, LLC members, prospective members, and non-members. We encourage Office 615-812-9375 your comments and ideas for improving the site as you gain Webb www.FTAaviation.com experience using it. Our website will continuously evolve and E-Mail [email protected] improve. Sure, there will be some glitches as we begin. This is not

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 5 www.bonanza.org our finished product, and we will continue to make updates and Professional speakers will present add content. So we appreciate your patience and constructive comments – we won’t know your issues or your ideas for classes throughout the day Friday improvement unless you tell us directly at [email protected] and Saturday, with Beechcraft or 316-945-1700. factory tours and the Textron Aviation-sponsored Beechcraft Hangar Party Friday evening and an ABS banquet dinner Saturday night

Save the Date for the 50th Party Friday evening and an ABS banquet dinner Saturday ABS Anniversary Convention night. You will have plenty of opportunities to mingle with It’s not too early to make plans to attend the ABS 50th your friends and make new ones at our Falcon Daybreaker Anniversary Convention and Trade Show celebration at breakfasts and other meals and gatherings. Beech Field and the Hyatt Regency Hotel in downtown This is just a small sample of what’s already planned for the Wichita, Kansas, September 21-24, 2017. The celebration will three-day celebration. Registration for members and guests, as begin Thursday with the opening of the Exhibition Hall and well as for Trade Show exhibitors, will begin this December. Be Trade Show at noon, followed by a kick-off dinner Thursday sure to take advantage of the early bird registration. You will evening. Top professional speakers will present classes also be able to make your hotel reservations at that time as well. throughout the day Friday and Saturday, with Beechcraft factory Don’t miss out on the fun! We are expecting a large turnout tours and the Textron Aviation-sponsored Beechcraft Hangar for this once-in-a-lifetime event. Designing Products to make a Fine Aircraft Outstanding. Full Service Repair Station #OYSR774L. Over forty years serving Bonanzas and Barons. Avionics, Auto Pilot, Instruments sales and installation specializing in ASPEN, Cobham S-TEC, GARMIN & ULTRA.

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6 AMERICAN BONANZA SOCIETY October 2016 Garmin International Full Page 4C Ad

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 7 www.bonanza.org

Operations ASF By Thomas P. Turner Advocacy

n ABS member recently sent me this email: cylinder could not be reinstalled on an engine. This would I suspect ABS has weighed in on the prospective have permitted airplane owners to keep a close eye on their cylinders and operate any that continue to pass inspection ECi AD in the past, though I am relatively new to until the cylinder is removed for any reason, or the engine is ABS and have not seen any commentary. Given that overhauled, whichever occurred first. A As you'll see in the AD, the FAA disagreed with every the FAA has evidently set its course after receiving comments and comment submitted to it in response to the NPRM(s), including will enact the rule substantially as originally proposed, I hope ours. There is no opportunity to comment further – the AD went you will (again?) comment. If/when you do so, it will also be into effect September 15th. That's the date by which cylinders helpful to let affected owners and operators know what recourse that have "timed out" must be removed from service, and the they have, if any, to the provisions of the AD, for example, a date on which the timer starts on cylinders that have not yet reached the replacement Time in Service (TIS). challenge in court. As an aside, I'll mention that we asked about I've never heard of a successful court challenge to an this tentative AD when we had our F33A in an ABS maintenance Airworthiness Directive. I suspect the legal fees would quickly clinic last summer and the ABS guy said the AD had blown over empty ABS's and the ABS Air Safety Foundation's bank accounts. More immediately, the time required for cylinder replacement will and died, which delighted us at the time. It now seems obvious likely expire before any such case could be developed, filed, and we misunderstood one another or which prospective AD was then work its way through the courts to include the inevitable being considered. appeals. If the case is won it would probably occur years after airplane owners were required to replace their affected cylinders. What the member referenced is not a proposed AD action, I will, however, ask AOPA what it says about such a challenge. it is the final rule. We reported AD 2016-16-12 on the ABS website After the final rule was published I spoke with AOPA's moments after it was published in the Federal Register, and Government and Regulatory Affairs about a possible published the AD and a letter from Continental Motors, which Alternate Means of Compliance (AMOC) to permit continued purchased ECi after the affected cylinders were produced, in operation of otherwise airworthy cylinders after the TIS the September ABS Magazine. replacement time is reached. Other owners groups have entered ABS indeed did submit comments in response to the Notice the discussion and we’re actively investigating our options— of Proposed Rulemaking (NPRM) for the ECi Airworthiness watch www.bonanza.org and ABS Magazine for updates. Directive during the open comments period. You may read our This is one example of the industry advocacy you get when comments at www.bonanza.org/images/pdf/absecicomments. you donate to the ABS Air Safety Foundation. Over the years pdf. The FAA announced the proposed rule but later rescinded ASF advocacy on behalf of Beechcraft owners has: it. That explains why you were told at an ABS Service Clinic • Removed speed restrictions on V-tail Bonanzas; that the issue had gone away. Later, however, the FAA issued • Averted a needless and costly change to spar web inspection a second NPRM that expanded the serial number range and and repair procedures affecting most Beechcraft owners; affected engine models (adding, for example, IO-470s that have • In concert with other aircraft towners groups, assured that been modified with the cylinders per an STC). the FAA provide funding for testing of proposed unleaded fuels In our comments ABS proposed a repetitive inspection to replace 100LL; schedule and continued operation of affected cylinders until • Eliminated the need for special waivers to provide and receive engine overhaul, retaining the NPRM provision that an affected flight instruction in single-control airplanes;

8 AMERICAN BONANZA SOCIETY October 2016 • Limited the financial impact and extended the time required cost of being your voice “to protect lives and preserve the Beechcraft to comply with a circuit breaker replacement AD; fleet.” Thank you for your support. • Prevented a second circuit breaker replacement AD when the quality control of replacement parts came into question; New Online Courses • Convinced the FAA to issue advisory Special Airworthiness The ABS Online Training Center now includes a series of Information Bulletins (SAIBs) instead of mandatory-replacement courses by noted Master CFI Gary Reeves. Unlike BPPP and ADs, most recently concerning flight control cable inspection other ABS online courses, the Pilotsafety.org programs are fee- and replacement; and based—but Gary will donate 20 percent of your purchase costs • Participated in numerous FAA, NTSB, and industry conferences to the ABS Air Safety Foundation. Courses include: to promote operations, training, and safety regulations and • Night Flying – Easier, Safer, and More Fun recommendations that are effective, pilot-friendly, cost-effective, • Surviving Fires and Engine Failures and most importantly, data-driven and not based on theoretical • The 25 Most Common Mistakes Pilots Make but unproven threats. • Mountain Flying Please take a look at the ABS Air Safety Foundation Annual Fund • Garmin 430/530 Master Training brochure that came with this issue of ABS Magazine, and make your • IFR Made Easy tax-deductible donation to help cover the sometimes considerable • 10 Ways Your iPad Can Cause Accidents

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 9 www.bonanza.org

• G1000 Master Training BPPP online ground school, then ADD FLIGHT INSTRUCTION • FlyQ to earn your full BPPP course completion certificate. • ForeFlight VFR Call for Interns • ForeFlight IFR • Avidyne IFD540/440 Master Training Part of the same one-time gift that ASF used to purchase Augment your free BPPP Systems, Procedures and Techniques an A36 to support education and training programs will also be and Beech Pilot Skills Enhancement programs with these courses used to fund two Air Safety and Advocacy Internships for 2017. from Pilotsafety.org. Complete any five of Gary’s programs and We announced this program in past issues and full information you’re eligible to add BPPP flight instruction for a full BPPP course is available at www.bonanza.org/images/pdf/intern.pdf. If you completion certificate. or someone you know is in a college or university professional pilot, aircraft maintenance technician, aviation safety, aviation Welcome Back BPPP management, or related program, and are/is interested in a paid Instructor Dan Ramirez internship with the ABS Air Safety Foundation in Wichita, Kansas, ABS welcomes -based flight for either the spring or fall term 2017, see the announcement instructor Dan Ramirez back to the ranks and send an application to me at [email protected]. of BPPP-accredited flight instructors. A Deadline for the spring term (January – early summer retired Emergency Services fire captain, 2017) application is November 1st, and fall term (mid-summer Dan was a long-time BPPP instructor – December 2017) is April 1st, 2017. I look forward to helping and remains very active in Beechcraft the right young person begin a career in aviation safety and instruction. He also teaches in a G36- regulatory advocacy. configured Redbird simulator. Thanks again for your support and your financial You’ll find Dan’s contact information, along with that of contributions that make the ABS Air Safety Foundation all BPPP flight instructors, under PILOT TRAINING and then the industry leader in enhancing your Beechcraft ownership FIND AN INSTRUCTOR, at www.bonanza.org. Complete the free experience.

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10 AMERICAN BONANZA SOCIETY October 2016 NBAA full pg 4c

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 11 Poplar Grove Airmotive Inc Preventing CUSTOMQuarter ENGINEPage OVERHAULS4/C Ad Gear-up NEAR CHICAGO Accidents By Scott Wagner

ear up landings are a common concern among pilots. FAA preliminary incident reports estimate an average of one such preventable incident every day in the U.S.

– Aviation Consumer, July 2013 G “A TOP RATED SHOP” Since a gear up landing rarely causes injury, and gear up Flat Rate Prop Strike Inspections and Repairs Dynamic Balancing While You Wait landings do not require an accident report per NTSB 830 accident reporting guidance, they are not always used to tally the overall general aviation safety record. The cost of repairs is considerable since the engine, propeller, and FAA Repair Station YYBR664L / EASA.145.6472 800-397-8181 815-544-2300 airframe can all be negatively impacted. Insurance rates www.poplargroveairmotive.com e-mail: [email protected] may also be affected since such an accident can put you 11619 Rt. 76, Poplar Grove, IL 61065 in a higher risk category.

12 AMERICAN BONANZA SOCIETY October 2016 Floats and Fuel Cells 1/4 Page 4/C Ad TSO-C80 FUEL CELLS

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Most pilots, sooner or later, have a close call with or an 1-800-647-6148 • www.ffcfuelcells.com accident due to gear up landings. This happened to me recently when I got momentarily distracted on final approach. Luckily, Baker Aviation I still had enough time to get the gear down properly before BEECHCRAFT1/4 Page OWNERS landing. To ensure that the same thing didn’t happen to me again, I talked to other pilots to see if there was a back-up warning B&W Ad system worth installing on my Beechcraft A36. Paul Schroeder is a seasoned pilot who has piloted an A36 since 1985 and has flown over 6,000 hours. In other words, he’s a guy who knows what he’s talking about. As a manufacturer’s rep, he flies regularly throughout the Midwest, from Minneapolis to Davenport to Denver to Omaha. Schroeder told me having a redundant gear position warning system on board is an essential safety device since putting a plane down on its belly For all of your T-34 Mentor, Bonanza is an experience no pilot wants or needs. and Baron Needs He recommended looking at the 6601 Audio Advisory System Quality Beechcraft Parts, Service, & Restorations by Minneapolis-based P2 Inc. (www.p2inc.com). It’s the go- Pre-purchase - 100 hour - Annual inspections to gear position warning tool that Paul has depended on for Pitot - Static and Transponder Certifications back-up for 10 years. The 6601 includes an airspeed sensing Gear and Flight Control Rigging computer, a single annunciator push button switch, and an Continental Factory Fuel Flow Set-up output for a Hobbs meter. It’s wired to the aircraft T-34 Wing Spar AD Compliance indicator lights circuit to detect when the gear is either up or Full in-house capability of sheet metal repairs, electrical troubleshooting, paint repair down. It’s also connected into the airplane’s pitot and static & dynamic propeller balancing. lines to recognize airspeed in real time. Schroeder said the system communicates to the pilot both BAKER AVIATION, INC. via the annunciator light and audio announcements on an un- New Smyrna Beach Airport (KEVB) switched (always-on) intercom output. The system is usually 386-837-4073 installed into the plane so that it is operational as soon as the bakeraviation.com [email protected]

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 13 BAS Inc 1/6 Page With a back-up gear warning 4/C Ad in place, I’ve got more assurance of having a safe touchdown every time.

avionics master switch is turned on. When gear is down or up. Degner advised the the plane exceeds its arming speed the pilot should then do a normal gear check. system goes into action. If the system The system as installed on his plane is set senses that the gear is up and the plane for an approach threshold (final approach has slowed down to its approach speed, speed, Vref, plus 10-15 knots) of 85 knots the system announces “Check Gear!” If and an over-speed setting of 200 knots. the gear is down the unit will announce After takeoff, when a plane’s airspeed “Gear is down for landing.” exceeds 85 knots, the 6601 is armed. Schroeder’s gear advisory system has The unit then monitors the airspeed and required no repairs and been trouble- the gear position. When the plane slows free for the entire time he’s used it on his down below 85 knots, the advisories are Bonanza. He has used a similar unit on presented to the pilot. The annunciator his float plane. light will blink and the audio advisory for In the case of a go-around or missed gear up (check gear) or gear down (gear approach, when the plane’s speed is down for landing) will be heard through increases to at least five knots over your headsets, which is particularly the arming speed, the 6601 system re- helpful if wearing one of today’s noise- arms itself. The five-knot buffer prevents cancelling types. PS-5C repeated alerts when flying close to With this expert advice in hand, I the threshold in gusty winds. The 6601 installed a P2 Audio Advisory System on Overhaul & Repair also provides annunciation when your my A36 and flew with it for the first time MANUFACTURER OF ORIGINAL airspeed reaches Vne (the velocity to after getting back from Oshkosh. It proved DIAPHRAGMS SINCE 1985 never exceed). During installation, this to be all these guys said it was. Since it’s speed is set in the system and once the based on airspeed, not throttle position, plane reaches this speed, the advisory it’s a helpful complement to the factory announces “Over-speed!” warning system. Larry Degner of AeroLift Inc., a I’ve been flying for 35 years and owned manufacturer of aircraft hangar doors, three other airplanes before my current has been flying retractable gear aircraft Bonanza. With a back-up gear warning in for over 20 years. He is in the pilot’s seat place, I’ve got more assurance of having over 500 hours each year. a safe touchdown every time. Degner finds the P2 6601 Audio Advisory System accurate and reliable since it’s EXCHANGE UNITS IN STOCK! tied into airspeed. “Other systems are tied to the flaps being down or cutting Safety Reminder… The OEM recommends a maximum the throttle back and can be impacted of 10 years between overhauls. by head winds or rough air. The 6601 system is far superior in giving the pilot time to make needed adjustments prior to landing.” THE TRUSTED NAME IN CARBURETORS 425-347-2800 On approach and upon reaching the airspeed threshold, the 6601 annunciator [email protected] flashes and announces that either the

14 AMERICAN BONANZA SOCIETY October 2016 Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 15 www.bonanza.org

On the Cover: Beechcraft of the Month Keeping It in the Family: 1960 M35 N11GG By James Gallagher, Las Vegas,

11GG was not always N11GG. Born as a 1960 M35 Bonanza, serial The Beginning: Albert Murrer, Jr. number D-6184, N11GG was originally N696Q and sent from the My family’s first encounter with N11GG factory to Robert Graf Inc., a Beechcraft distributor in Omaha, began with my grandpa. Albert Murrer, Jr. was a Korean War veteran, a loving husband Nebraska. Twenty-one different owners have called D-6184 their N to his beautiful wife Rosalie, and father to 10 own. It has been extensively modified, maintained, and operated since its birth 56 children. He was a role model to all and is quite vivid in my memories. Two of his children years ago. Pouring through the logbooks was similar to opening a time capsule. would go on to become professional pilots, The data that lives therein tells a compelling story not just of an airplane, but a who would later help find N11GG. Grandpa Murrer was a Cessna L-19 long history of passionate owners. As the latest set of owners, my family and I like “Birddog” pilot during the Korean War. to continue that tradition that has flown through the generations. He flew dangerous Forward Air Control

16 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

EQUIPMENT LIST JPI EDM-700 with fuel flow

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Bendix/King KMA-24 audio panel

Garmin GNS 530W

Bendix/King KX-155

PS Engineering PM 3000 stereo panel mount intercom

Bendix/King KN-64 DME

Garmin GTX 345 ADS-B Transponder with In/Out compliance

Digital outside air temperature gauge

Garmin 496 with XM weather

Tanis engine block heater

Speed Slope windshield

V35B wing tips

Long stinger tail cone

Door Steward

Factory IO-470N

3x Whelen Parmetheus Plus PAR46 LED lights

Rosen sun visors

missions, dropping white phosphorous smoke as target-markings for long-range artillery. My grandpa met Rosalie in Japan on Thanksgiving Day, 1952, during the war. By Christmas of that same year they were married and would remain so for 58 years. He passed away on May 30, 2010, leaving behind his children, 37 grandchildren, and 11 certified pilots. Grandpa Murrer set the path for the aviation fever that spread throughout his family, and it continued to thrive when he acquired N11GG in 1986.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 17 The author as a toddler when grandpa owned the Bonanza

Albert Murrer III (My Uncle Al’s Viewpoint) For my dad, the life of N11GG began in the summer of 1986 after I flew a corporate trip into Anoka County Blaine Airport (KANE) in Minneapolis. I saw N11GG sitting in a hangar with a “For Sale” sign on the propeller as we taxied by in the Falcon jet. After dropping my passengers I immediately ran over to the aircraft and climbed up on the wing to look inside at the panel and interior. I was completely blown away with what I saw and knew right there that this would be a great aircraft for my dad. As I was checking out the aircraft, a guy ran up screaming saying, “Do you want to buy the aircraft? If you do, you have to buy breakfast.” I told him, “If you drive, I’ll buy breakfast.” Within minutes we were off to the local café. The gentleman’s name was Ray Mayberry. He turned out to be one of the most interesting individuals I have ever met. Ray was a retired fighter pilot and flew during the Korean War. He was a very successful businessman and owned several aircraft including a T-33A two-seat trainer jet that was painted up as a Thunderbird. Ray was one of those people that was bigger than life and lived every day with the excitement of a youngster on Christmas morning. At breakfast I was mesmerized by his stories as a fighter pilot, his business endeavors, and his flying airshows in his T-33. I spent the day with Ray, and we ended up flying his jet. I knew that this would be more than just buying a Bonanza for my dad. It was the beginning of a great relationship with one of the coolest guys I ever met in aviation. After giving my dad a call and explaining to him what I found he told me to go ahead and purchase the Bonanza. This blew me away because my dad never bought anything without spending a tremendous amount of time studying the purchase. This was a man who had all 10 of his children eating off a plywood-board table at dinnertime. Within two weeks the deal for N11GG was closed, and I flew the Bonanza back to Pittsburgh’s Allegheny County Airport. To

18 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

see my dad’s face when I taxied up in his new Bonanza was There are many fond memories in that airplane. Al also one of those moments a son never forgets. I was so happy for used the Bonanza to fly donor organs in the daytime and in my dad; after raising a large family and doing without except the middle of the night when called. I remember I had the for providing for his kids all of his life, this was the first thing opportunity to make the maroon curtains, which can still be he bought that was just for him – and he more than deserved seen in some of the older photos of the Bonanza but have since it. My younger brother, Joe (who now flies for United as a 777 been removed. The propeller was polished, and Al kept that captain), checked him out in N11GG, and then he was off. prop shining along with the rest of the airplane. I remember Immediately after, my dad and mom began flying all over the the plane was greatly admired by other pilots. Later on Al East Coast. Since he was doing so much flying, my brother and developed health issues, the reason, much to our regret, for I pushed my dad to obtain his instrument rating, which he did. selling the Bonanza.

Rosalie Murrer James Gallagher, Jr. (My Viewpoint) (My Grandmother’s Viewpoint) Now, how I came into this story. I was born shortly before Before we purchased the Bonanza we belonged to a flying club Grandpa acquired N11GG. It’s tough for me to remember very at the Allegheny County Airport in Pittsburgh. It was a big thrill much when I was that young, but there are photos of me as a when we bought our own airplane back in the ’80s. Al and I flew toddler in the late 1980s standing next to that familiar V-tail at the N11GG from September 1986 to August 1994. Al was 59 when we now-closed Sandusky Griffing airport in Ohio. Grandpa Murrer purchased it, and he loved that airplane. We took many weekend sold it in 1994 and from there N11GG went to owners in Delaware, trips. For example, out to New Jersey where my son Albert lived Maryland, Minnesota, , and California. My grandfather at the time. was an engineer and after he retired he made wooden toys for

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 19 www.bonanza.org

his many grandchildren. There are quite a few V-tail Bonanza toys sitting on shelves in family homes. In the early summer of 2012 I was attending Naval Postgraduate School in Monterey, California, as a young Air Force lieutenant studying for my MBA. One day I was in the school library when I saw a post on Facebook from my Aunt Denise that N11GG was for sale in San Jose, California. That is less than an hour’s drive from Monterey! I called up the owner, Ken Wilson, and the arrangements were made for me to come take a look. I flew my old Cessna Skyhawk to San Jose and when I saw N11GG it instantly became clear to me that I had to buy this airplane. The deal went quick and soon I was the proud owner of a beautiful Bonanza! We have no problem taking N11GG into IMC with the 530W, 496 and XM weather, and FIS-B weather with ADS-B In. It’s capable of landing on short grass strips including my Uncle Al’s hangar apartment in Georgia. How cool is it to have a Cub, Bonanza, Twin Comanche, and Pitts all under one roof for a couple days! I love to get close and fly formation. In fact we shot the air to air photos using Uncle Al’s Piper Cub. It’s incredible to be able to fly my grandfather’s old airplane! We fly N11GG to Murrer family vacations, holidays, and weddings. It is fun seeing the family fleet of

20 AMERICAN BONANZA SOCIETY October 2016 It’s incredible to be able to fly my grandfather’s old airplane! We fly N11GG to Murrer family vacations, holidays, and weddings. airplanes gathered on the same ramp as we Double M Aviation all gather together to celebrate an occasion. 1/6 Page have flown N11GG from sea to shining 4/C Ad sea and a lot of places in between. I In June 2015 I married my beautiful wife Katy and we took a three-week honeymoon all over the , flying the Bonanza. Our route from Dayton, Ohio, took us to the Florida Keys, the Grand Canyon, then all the way to California where we stopped in San Diego, Monterey, and San Francisco. We flew to Yosemite and up to Glacier National Park in Montana. We put 50 hours on the tachometer and pins on our map to indicate all of the places we have visited. I have taken N11GG to Oshkosh twice and flew it to a family vacation at the Outer Banks in North Carolina. In the future I would like to obtain my CFII in N11GG. TruAtlantic Since buying N11GG I have done quite a bit of work just to keep it flying. I have replaced both main fuel bladders, the Mfg propeller governor, and the propeller. I’ve overhauled a cylinder, a magneto, replaced all of the plugs, an oil cooler, engine 1/3 square 4c mounts, and exhaust. I installed B.A.S. shoulder harnesses in the front seats, new PAR 46 Whelen landing lights in the wings and one on the nose, an ADS-B installation that included upgrading the 530 to WAAS and a Garmin GTX345, and repainted the wing tips. Every aircraft owner knows that is the abbreviated list, too. We have it in a great place right now but there is an engine overhaul in the future as it has more than 200 hours past TBO (but it still runs great!). The engine runs just fine rich of peak and lean of peak without the

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 21 www.bonanza.org A lot of people say it’s just an airplane, but to us it is a little more than that. From now on, we’d like to keep it in the family.

What I love about the V-tail Bonanzas is the versatility they bring to aviation. They are fabulous traveling machines and quite efficient. Not many other airplanes offer the cabin room, speed, payload, strength, and fuel economy like a Beechcraft. I have flown other Bonanzas with IO-550s and IO-520s, which are both GAMI injectors. I can fly at 167 kts TAS burning 12 GPH at peak phenomenal engines. For the price of an overhauled Continental EGT at or above 8,000 feet. The IO-470N seems to run its best though, Katy and I are looking at a factory IO-470N. We think it is between 7,000 and 10,000 feet. Beyond that we would like to do the right blend of performance and economy. We take N11GG into new windows, interior, and paint, although those items are not busy airspace and VFR or IFR. Ft. Lauderdale Executive, high on the priority list because they are all in good shape. We like Monterey, Santa Monica, and Port Columbus are some of the few the panel as it is with its blend of the classic V-tail with a modern that I can rattle off. twist. It is equipped with a Garmin 530 WAAS, a KX-155 as the N11GG is still greatly admired wherever we land, just like when secondary Nav/Com, Garmin 496 with XM weather, Garmin GTX my Grandpa had it 30 years ago. A lot of people say it’s just an 345 ADS-B In/Out transponder, a King HSI, an S-Tec 50 autopilot airplane, but to us it is a little more than that. From now on, we’d with GPSS, and an EDM-700. like to keep it in the family.

22 AMERICAN BONANZA SOCIETY October 2016 Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 23 www.bonanza.org Command Pilot Push and Hold By Thomas P. Turner

From the NTSB: • The B33 Debonair lost engine power in cruise flight for unknown reasons, and the pilot failed to maintain adequate airspeed and exceeded the airplane's critical angle-of-attack, which led to an aerodynamic stall and loss of control.

• During a missed approach, the B55 Baron’s pilot allowed the airplane to pitch up excessively, leading to a low airspeed and high angle of attack and subsequent loss of aircraft control.

• The A36's sudden encounter with a wind shift during initial climb resulted in degraded climb performance and a stall mush condition.

ilots, instructors, regulators, investigators, and educators all The amazing video of a replica 1930s glider applies to all pilots, lament the lack of basic airmanship demonstrated again including us. Analyzing the pilot’s actions in the video, you can and again in aviation crashes. From weekly general aviation see just how incredibly well he has mastered this most basic of Pcrash reports through high-profile events such as Colgan flying machines. He flies until reaching the maximum altitude 3407 and Air France 447, we see the results of an apparent epidemic permitted by the length of the tow cable, establishing a maximum of missing or atrophied basic airmanship skills among pilots of all climb angle of attack and holding that angle throughout the climb. experience levels. Most notably, the aviation industry is grasping When he releases the tow cable, he pushes forward positively at ways to address the high rate of fatal Loss of Control – Inflight with the control stick, while holding heading with aileron and (LOC-I) events. The focus is on new technologies to help pilots rudder. In gliding turns back to the airfield he is moving the “manage” flight and avoid stalls. Flight management has its place, control stick forward and aft with changes in bank angle. but it assumes basic aircraft control as a given. What collectively we Releasing the tow cable is the same as a sudden loss of engine seem to have forgotten is that we already have the answer to stall power shortly after takeoff in a powered aircraft. The lesson avoidance in our grasp. The answer is to focus on actually flying applies to us all: Lose power in climb, and you must push down airplanes, and practice to ensure retention and improvement of to the maximum glide (or in Barons/Travel Airs, the single-engine those basic flying skills throughout a pilot’s flying career. climb) attitude, angle of attack, and airspeed, and hold heading with whatever rudder and aileron input is needed. Engine-out Glide The glider pilot is entirely dependent upon his flying skills to Recently a video of an SG-38 primary glider in flight circulated survive. Come to think about it, that’s true in all airplanes. We have on YouTube. You may view it at http://tinyurl.com/gliderSG38. great safety devices—seat belts, shoulder harnesses, roll-cage

24 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org cabins, crush zones, a second engine in Barons and Travel Airs, The King Air’s pilot and three persons in a simulator died in even full-aircraft parachutes in some of Beech’s competitors—but the intense fireball that followed. Six others in the simulator ultimately it’s still the pilot’s basic flying skills and airmanship that bay suffered serious injuries. The NTSB’s final determination determine the outcome of a flight. of the cause of the crash is: The pilot's failure to maintain lateral control of the airplane Fly the Wing after a reduction in left engine power and his application of In wings-level flight a neutral elevator (“stick”) position maintains inappropriate rudder input. Contributing to the accident was the angle of attack (AoA), forward stick lowers AoA and aft stick loads pilot's failure to follow the emergency procedures for an engine the wing and increases AoA. During the roll-in and roll-out of a turn failure during takeoff. Also contributing to the accident was the left it takes more changes in stick position to maintain angle of attack, engine power reduction for reasons that could not be determined but once the bank is established the airplane doesn’t care which way because thermal damage precluded a complete examination. is “up” in coordinated, 1G flight – as long as it’s “up” relative to the airframe. Therefore, D'Shannon Aviation the rules for stick-movement-versus-AoA in a constant-bank, 1G turn are the same as 1/2 Page Island in level flight. 4/C Ad If a pilot does not do all these things, almost instinctively, he or she will not get maximum performance from the aircraft. In the case of engine failure, that could mean losing control in a stall or not making it to a suitable landing site. In a go-around or missed approach that could mean pitching up excessively into a stall, and/or letting a wing drop into an incipient spiral. Unable to climb after takeoff? You need to push to reduce the angle of attack and break the mushing condition. In other day- to-day flight it could mean less-than- optimal performance, unacceptably low performance at high weights and/ or density altitudes, loss of directional control in the event of many abnormal and emergency situations (especially in multiengine airplanes) and/or a stall/ spin crash in any type of aircraft. Basic stick-and-rudder flying isthat important.

Startle Effect The crash of a B200 at Wichita, Kansas, on October 30, 2014 did not involve an ABS-type airplane, but it received worldwide attention and the impact was literally across the street from the ABS office. A solo pilot reported loss of the ’s left engine immediately after takeoff. The airplane turned left toward the dead engine through about 120° of heading change before impacting in a fiery crash into a flight simulator training facility.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 25 GlobalParts.aero Quarter Page Single or twin, the pilot’s required actions are well-defined and actually quite limited when an engine quits immediately 4/C Ad after takeoff. The good news is that means pilots have only a few things to train for—they don’t have to make it up as they go. If the pilot is prepared, there is no immediately decision to make at the specific moment the failure occurs. Respond with the correct procedure; the time to make decisions comes (shortly) later. If an engine fails just after takeoff you have only two things to immediately do: 1. PUSH forward on the controls to maintain the proper, controllable airspeed; and 2. HOLD heading with rudder and wings level. You push to attain the proper attitude for VBEST GLIDE in a Bonanza or Debonair. You push to establish VYSE (“blue line”) speed in a Baron or Travel Air with a windmilling propeller. The proper attitude assures sufficient airspeed over the wings and control surfaces to prevent loss of control. I emphasize the push. Aerodynamicists will tell you that if the airplane is properly trimmed when an engine quits it will tend to

Commanding Stick and Rudder Skills Try these exercises to retain and improve your stick and rudder skills. Take along a qualified pilot or flight instructor to watch outside for traffic and, afterward, to Quality, Experience, help critique your performance. and Communication! • Enter Slow Flight: From the FAA, slow flight is “… maneuvering at the slowest airspeed at which the airplane is capable of maintaining controlled flight without indications of a stall—usually 3 to 5 knots above stalling speed.” *

*The definition of Slow Flight has changed with introduction of the FAA’s Airman Certification Standards in June 2016. For purposes of this exercise, however, use the technique taught before that time, sometimes called “flight at minimum controllable airspeed.”

In Slow Flight, with the stall warning horn buzzing or light flashing, and if equipped with an AoA display indicating near- stall, trim and note the “neutral” stick position after you’re established on speed with the wings level and the slip/skid Experience The Heritage Aero way of ball centered. This will be aft of what’s “neutral” for most doing business and let us help you with cruise conditions. your Beechcraft maintenance needs. Make coordinated, shallow-bank turns left and right while • Inspections • Repairs holding altitude and airspeed. Note the need to move the stick to • Prepurchase surveys • Engine Installations maintain altitude and airspeed as you roll into turns, but how you • Modifications • Avionics may need to remove some of that input once you’re established. Conveniently located 70 miles west of Chicago in Rockford, IL (KRFD) Note the stick position change is less if you use power to manipulate angle of attack. Banking, add power; rolling wings Heritage Aero, Inc level, return power to the level-wings setting. www.heritageaero.com • 815-395-0500 Recover to level flight, noting the changes in control input (elevator, aileron and rudder) necessary as power and

26 AMERICAN BONANZA SOCIETY October 2016 nose down on its own to remain in one-G General Aviation Maintenance flight. This tends to maintain the angle of Stockton - Sacramento Region attack, preventing a stall. Unfortunately, there’s a pilot holding on to the control wheel. Pilots are subject to what’s called “the startle effect.” The startle effect is: …the result of a sudden shock that can disturb or agitate the recipient [and] can cause a person to have an involuntary Quality Aero Maintenance Lodi Airport (103) physical reaction (e.g., jerking back on the 23987 N Highway 99 (209) 366-1040 yoke), can induce a significant emotional P.O. Box 208 Acampo, CA 95220 email: [email protected] or cognitive response (e.g., fear, confusion, or anger), or can simply cause a person to freeze in place. At least two and perhaps all three of Hartzell Propeller these startle responses would cause the pilot to involuntarily increase the angle of attack and reduce airspeed/increase Inc. induced drag in the seconds after the

speed increase and angle of attack decreases.

• Begin a landing-configuration descent at normal pattern speed. Note the “neutral” stick position once established on speed with the wings level and the slip/skid ball centered.

Using roads or other ground references, simulate the turn from downwind to base leg. Note the need to move the stick slightly forward as you roll into turns, and to return to the neutral point as you roll wings-level, to maintain airspeed at 1G. Simulate the turn from base to final and make the same observations. • From your simulated final approach speed and configuration, execute a simulated go-around/ balked landing.

Note the changing rudder, pitch and bank requirements as the power changes, the attitude changes, and you “clean up” the airplane.

Practice these exercises occasionally to reinforce angle of attack management at slow speeds, such as final approach and the initial stages of a go-around or balked landing, and in traffic pattern turns during a glide toward the . Be conscious of this need to the point you unconsciously act, instinctively.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 27 www.bonanza.org engine failure occurs…supporting a common Loss of Control By the time you recognize the result from an engine failure immediately after takeoff. Studies show the average reaction time to a “startle” event is need to act and then actually 2.3 to three seconds. The time it takes for the pilot to make an input until the aircraft is roughly another two seconds. During do something, you don’t need these five seconds the angle of attack will have increased noticeably and the airspeed decreased significantly… all to simply relax the controls, before the pilot does anything with the controls. By the time you recognize the need to act and then actually do something, you need to aggressively push you don’t need to simply relax the controls, you need to to attain the proper attitude. aggressively push to attain the proper attitude. Meanwhile you need to aggressively hold heading with coordinated rudder and ailerons. If you are faced with an engine failure or incipient stall pilot in a vintage glider was so artfully and skillfully flying close to the ground you need do these two things: push and the aircraft, visualizing and manipulating angle of attack… hold. This gives you time and opportunity to make decisions to with no instrumentation whatsoever. No airspeed indicator, assure your survival, and that of your passengers and persons no attitude indicator, no digital Angle of Attack indicator. It on the ground. If you do not do these two things, swiftly and is still possible to truly fly an airplane, not just manage it. correctly, you will lose command of the aircraft’s flight path. More flight path management and angle of attack And losing command of the aircraft is the first stage of loss instrumentation is an excellent backup. But it will not of aircraft control. compensate for a lack of airmanship. Take the time to practice Watching the glider video, I was filled with optimism that and maintain the skills that are just as relevant to the pilot the pundits are wrong. Visualizing and flying by angle of of a Bonanza, Baron, Debonair, or Travel Air as they are to a attack is not an art that’s lost to aviation history. That modern glider pilot.

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28 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 29 www.bonanza.org BPPP

Limitations are Real By Thomas P. Turner

BS member and volunteer Kevin O’Halloran brought a display item to the tent at Oshkosh this year. This display vividly shows why earlier A model Bonanzas have lower landing gear extension and operation speeds (VLE and VLO, respectively). Among other things, the hardware used to attach landing gear doors is much larger and more robust in later-model Beechcraft. Looking at the picture you can plainly see the difference. Kevin also noted the weight of each hinge design, ranging from 6.4 ounces for the earliest version, 10.9 ounces for the intermediate design, and 14.2 ounces for the latest style of the Bonanza main gear door hinges. Added weight means added strength, and therefore, higher limit speeds. Kevin’s research shows this effectivity for the main gear door hinges in table 1.

Table 1

Hinge Years Models Weight Serial Numbers VLE/VLO (IAS)

1947 - 1948 35 D-1 through D-1500 100 mph (87 kts)

6.4 oz. D-1501 through D-3998, 1949 - 1954 127 mph (110 kts) A35 through E35 D-15001

D-3999 through D-4375, 1955 124 mph (108 kts) F35 D-4377 through D-4391

10.9 oz. D-4376, D-4392 through 1955 - 1961 G35 through N35 142 mph (123 kts) D-6841, D-15002 1962 - 1968 P35 through V35A D-6842 through D-8871 167 mph (145 kts) V35A through 14.2 oz. 1969 - 1982 D-8892 through end 177 mph (154 kts) V35B

30 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org We’ve just looked at Bonanza gear door hinges. However, similar hardware changes affect VLE and VLO for Debonairs, Travel Airs, Barons, and the very-high- speed 58P/58TC landing gear.

There are some anomalies. For example, the 1955 F35 has We’ve just looked at Bonanza gear door hinges. However, similar the 10.9 ounce hinges but the indicated airspeed (IAS) VLE/ hardware changes affect VLE and VLO for Debonairs, Travel Airs, VLO was not increased. In fact, the indicated speed went down Barons, and the very-high-speed 58P/58TC landing gear. It’s very slightly, although the calibrated speed remained the same as likely there were other changes as well that contribute to the earlier models. According to Larry Ball’s Those Incomparable limitations that apply to individual models. Bonanzas, the F35’s “landing gear door attachments were Beechcraft owners often ask ABS why they have certain strengthened to permit emergency extension of the landing limitations on their airframes while others with seemingly identical gear at speeds of up to 175 MPH IAS” (emphasis added). airplanes have others. We all want to be able to operate at higher Another anomaly is that the hardware and the gear extension speeds and carry extra weight. Without a Supplemental Type speed were changed mid-way through V35A production—1968 Certificate (STC) approval for changing the limitations that appear V35As have the 10.9 ounce hinge and 167 mph (145 kt) VLE/ in your Airplane Flight Manual/Pilot’s Operating Handbook, VLO, while 1969 V35As have the beefier hinge and 177 mph however, there may be a very good structural reason for the (154 kt) gear limit speeds. limitations that apply to your Beechcraft.

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Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 31 www.bonanza.org Commercial Certificate

By David in a B36TC Matchet

ow what?” No, that’s not what I said when I saw my repair bill. It’s what Lisa Van Pelt, the friendly scheduler at Central Flying Service’s flight training Ndesk in Little Rock, Arkansas, asked me after I had just passed my instrument check ride in August 2015.

Over the course of 36 years I started and stopped my instrument sunny sightseeing flight. The flight lasted maybe two hours, but the training twice. So after my check ride, as I walked into the flight training effects have lasted 50 years. By the time I was 16, I was taking lessons office that hot, muggy morning, I was not thinking of anything other through the local squadron. I was fortunate to complete than holding back my tears of pride and relief. I had finally proven to my Private Pilot certificate before my 18th birthday. I built time as I myself and others that I can perform at that same level of so many of earned enough money to rent from a local FBO. Several years later, the pilots I met and admired over the years. I felt like one of the pros. my employer acquired an A36 Bonanza that I flew for the company A little history: My life profoundly changed in the spring of 1966. to various construction sites. Although I was uncompensated for I was 12 years old, and as lots of boys my age did, I was always flying, I was glad to accumulate valuable time in the A36, even while looking skyward when I heard an airplane overhead. A friend of my operating in VFR conditions. father had a 1961 Bonanza, and one Saturday we were invited on a Soon thereafter I was developing my business career and was absent from flying for over 20 years. As my business became more Kalamazoo Aircraft successful, I was able to jump back into aviation by earning my Multiengine rating. As my 60th birthday approached I felt the urge to OverQuarter 50 Pageyears see more of our beautiful country. My mission would require some 4/C Ad western U.S. travel, so the turbocharged B36TC was the perfect Beech experience choice. I promised myself I would earn my Instrument rating once my avionics upgrade was complete. Although it took months to complete my training, last August I succeeded.

So now what? Upon reflecting over several months, I thought here I am, 62 years old, ASEL, AMEL, and Instrument rated. I have always enjoyed learning anything about aviation. I have flown with many instructors over many years, all good and some even better, all with something useful to teach me. There was no doubt that I wanted to continue training. Adding a new certificate or rating would provide an attainable Pre-Buy and Annual Inspections goal to work toward.  Now Offering AmSafe Seatbelt Airbag Installations The reasonable next step up was a Commercial Pilot certificate. SPECIALIZING IN: I reviewed the Commercial Practical Test Standards (PTS) requirements • Custom Engine Installations and realized I had already accumulated all of the required flight hours. • Altimeter and Transponder Certification All I needed now was a successful completion of the required flight • Tip Tank Installation maneuvers as shown in the PTS. After researching accelerated training programs, I decided Kalamazoo Aircraft Inc. staying with Central Flying Service was the correct path for me. Aircraft Maintenance - Inspection & Repair I like to support our locals if it’s practical. Even though it would 2729 E. Milham Rd., Kalamazoo, MI 49002 • 269-381-0790 take several months to complete, the additional experience www.kalamazooaircraft.com / Repair Station K9AR289N flying my own Bonanza would be invaluable.

32 AMERICAN BONANZA SOCIETY October 2016 General Aviation Modifications y instructor, Connor Stegemann, was well-prepared and energetic in his approach to teaching. He truly enjoys it! Over Quarter Page M the next several months, weather caused cancellations of 4/C Ad many lessons. We had our share of 2,000-foot broken ceilings, which did not give us the airspace we needed to perform chandelles and lazy 8s. Connor and I persevered, and while he taught me the necessary flight maneuvers, I taught him what I knew about B36TC from my experience and my BPPP training. This was his first experience with the Bonanza and he loved its solid feel and power. While the majority of our time was spent practicing the required maneuvers, we worked in some instrument approaches and a few short cross-countries to add some variety to our routine and gain familiarity with my new avionics. As my skill improved and my execution of a maneuver became crisper, our focus moved to the next item on the PTS. When you feel that drop in your stomach as you slice through the horizon at your 90-degree point in a lazy 8, you know you will nail it. Just when I thought I was getting close to the check ride, it came time for the power-off 180-degree spot landings and emergency descents. You just can’t appreciate the quality of a Bonanza until you have been told to simulate an engine fire, get down, and land on the touchdown zone bars as quickly as possible. With a gear and extension speed of 154 knots, it doesn’t take long to spiral down from 4,500 feet to the 240-foot airport elevation below. It was easy to achieve 2,400 feet per minute at 125 knots, even more if I pitched down for the full 154 KIAS emergency descent. With the oral over, I performed a thorough preflight under The sturdiness of a Bonanza was readily apparent when I knew his watchful eye. I wanted to impress Rick that I listened I could push that rate of descent. While staring down at the rapidly to him on my instrument check ride, so I threw in a tip he rising field below, I used that last turn to final to adjust my altitude told me then, hoping to make a good impression. “Ah, you and airspeed. Arrive over the numbers too fast and the aircraft remembered!” he said. will float past the desired spot. To low and too slow means failure There were no surprises on our flight east of the airport where of the maneuver. Go around and try it again. Connor and I had practiced using the same ground references. We As I missed several of these landings, my frustration grew. went through each maneuver one by one just as I had been taught. I finally attached my GoPro video camera above my vent window Rick was thorough and at times distracting, just as he is supposed to capture my flight instruments, airspeed, and altitude, with the to be. I am proud to say each maneuver went well enough, but runway and horizon in full view. It was amazing how much I learned I was always wishing I performed even better. by studying videos from the comfort of my armchair at home. As we taxied in the same thoughts went through my mind I made great strides once I could see on video my mistakes and as last year. First, did I pass; and second, I could sure learn a successes. I highly recommend this process for anyone wanting lot from Rick. I didn’t ask if I had passed. I felt like I did, but I to improve their piloting skills. could wait until we shut down and secured the airplane to find I could see the check ride on the horizon. Connor and I huddled out. As we deplaned he said, “I will see you inside.” Great. As several times to review the oral exam information. Having passed I gathered my headset and flight bag, I again made that walk the written several months prior, I was well-prepared. Then, after into the flight training entrance on another hot, muggy, summer a practice check ride, I knew I was ready. morning. Entering, Connor extended his hand and congratulated y day arrived! I wanted to impress Rick D'Angelo, my me. No tears this time, just a great feeling of accomplishment. Designated Pilot Examiner, by arriving early; however, An Instrument rating and a Commercial Certificate in 361 days! Mhe was already there waiting. So much for my few extra Now what? minutes to cram a bit more into my already saturated brain. After the As I wrote this article, my goal was to convey how much usual niceties, we started our oral exam with a conversational style, fun I had and how important it is for us all to continue to train. relaxing yet effective. We went from agonic lines to Airmet Zulu I am lucky to have taken my first flight in a Bonanza and 50 and everything in between. years later, it was a Bonanza I chose to call my own.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 33 www.bonanza.org Baron Pilot

Baron Pilot focuses on the unique systems, piloting tech­niques, maintenance and ownership consider­ations for the entire line of Beech Barons. We’ll include new articles and the best of Baron-related articles from the archives of ABS Magazine. We encour­age ABS members to submit your articles about flying, owning and maintaining Beechcraft Barons to [email protected].

Grand Flight and Sick Engine Part 2: The Rest of the Story By George Brown

n last month’s “Baron Pilot: Grand Flight and Sick Engine” I chronicled a During the in-house review of the article prior to its entering graphic design, delightful flight that extolled the virtues of a Baron, specifically our B55. my fellow members of the ABS Technical But all was not plaudits and accolades as the following paragraph from Review Committee wanted to know what last month’s article attests: the engine did at the onset of the situation, I my in-flight analysis and ensuing actions, About 40 miles from home base, the right engine interrupted what was to that point and the cause. One of the members a grand flight–it lost power. During the ensuing analysis of the situation, which reasoned that we pilots are by nature curious about the details of a situation included the appropriate checklist, I elected to keep the engine running at whatever such as the one I experienced. I heartedly power it was capable of delivering smoothly, which wasn’t much. agreed, so here’s the rest of the story.

34 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

Onset I confess I had a target fixation on the blazing multihued post-sunset sky on the evening of the flight, and had not scanned the panel over a period of probably several minutes. In those serene moments and with that magnificent view, time seemed to stand still. My headset was in my lap so I could turn my head to look out of every quadrant of the cabin. Otto the autopilot was doing an excellent job of holding heading and altitude, Gray Approach Locations of the Insight engine monitor and Shadin fuel flow/ was quiet on the cabin speaker, and my totalizer are unusual, but I’ve scanning the sky for its glorious panorama found they work well for me. gave me a peripheral sense of not only well-being but also the Baron’s attitude. Photo 1 The initial sign that all was not well a yaw to the right, not a significant one red button to disengage the autopilot and was a stumble, a momentary slight but a yaw nonetheless. yaw damper. Concurrently I pushed in shudder of the airplane–then another some left rudder to counteract the then- and another. A change in the sound of Analysis minor asymmetrical thrust, focused on the engines occurred simultaneously My attention immediately shifted the essential fly the airplane. with the onset of random, inconsistent to the panel as I gripped the yoke One of the instruments I quickly stumbling–ostensibly misfiring. And already held loosely in my left hand. adapted to after acquiring our Baron is certainly not the least of the signs was Simultaneously I pressed the yoke’s large the Insight 1200 Graphic Engine Monitor

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 35 www.bonanza.org

(GEM), adjacent to the manifold pressure instrument (Photo 1). A quick look at the Seven-tango-golf now has two freshly GEM confirmed what my right leg was overhauled magnetos on its right engine. already telling me: The right engine had a problem. Best of all, the monitor gave me The post-annual check flight and several some insight (pun intended) to at least part of the problem. All six EGT bars on subsequent flights proved that we have the right side were rising simultaneously and rapidly, while the cylinder head a smooth running, quick starting temperatures on the right engine were falling. This is the classic indication of right engine again. a magneto failure (Photo 2). Cross-checking the other system instruments to confirm what might instruments in concert told me I had cylinder not firing. This had no effect and be happening, I read the Shadin fuel an upper cylinder problem–ignition, created no change in the indications. It flow/totalizer displays along with the mixture, or possibly both. was time for a power reduction. indications on the oil pressure and While reducing the right-side throttle temperature gauges. The fuel flow was Actions I was hopeful that the misfiring would subside at a lower manifold pressure. normal for the throttle and mixture To reduce the right engine’s irregular But I was fully prepared for an engine settings, and the oil gauges all reported shaking caused by what I surmised shutdown if the problem persisted. normal readings. And yes, I even (translation: hoped) to be misfires of the At 13 inches of manifold pressure the confirmed that both alternators were single operating spark plug in one or more engine ran smoothly and seemed to be still on line with balanced loads, and cylinders, I initially tried different mixture carrying its own weight. The right-side the remaining fuel quantity indications settings while watching the engine monitor EGT readouts were higher than normal were as I expected. Basically, all the for possible indications of a specific with only one mag operating, but they were at a reasonable level with a mixture Newly Appointed that yielded the best available power. Did I switch between magnetos to Beechcraft Service Affiliate determine which one had failed? Not during flight, with what appeared to be a completely inoperable mag! At that point knowing which magneto was inoperable was immaterial. The engine was running smoothly at significantly reduced power, so pursuing the problem any further would wait until we were on the ground. Upon our joint review of the emergency procedures in the B55 Pilots Operating PROP: McCauley Authorized Sales and Service Center Handbook, Kathryn and I determined Hartzell, MT, and Sensenich Sales and Service there was nothing in print for dealing PARTS: Experienced Professional Staff with this situation. However, the Insight AOG After Hours Service “Pilot’s Guide” confirmed my analysis Worldwide Shipping of the display on the engine monitor Competitive Pricing and also my rationale for not doing an SERVICE: Flight Safety Trained Technicians in-flight mag check. Airframe, Prop, Avionics, and Interior Shops On the ground and in front of our Centrally Located at KICT Wichita, KS hangar with the right engine running at 800-835-0083 idle, I turned the right engine’s magneto www.yinglingaviation.com switch from “Both” to “Left.” The engine • 2010 S. Airport Road Wichita, KS USA 67209 Phone: (316) 943-3246 immediately quit.

36 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

an early start to this year’s annual Epilogue Photo 2 airworthiness inspection. A check of the Seven-tango-golf now has two freshly P-lead from the magneto switch and into overhauled magnetos on its right engine the mag verified the circuit was not the The post-annual check flight (see source of the problem. So the left mag “BPPP: Post-Maintenance Acceptance came off the engine for overhaul. As a side Flight,” September 2016) and several note, according to the engine log the mag subsequent flights proved that we have had just over 350 hours’ Time-in-Service a smooth running, quick starting right since overhaul. engine again. Regarding the random misfires Had Kathryn and I been in a single- following failure of the left mag, the right engine aircraft such as our Cessna Hawk one was due for its 500-hour inspection XP and a similar engine problem during this year’s annual so it was highly occurred during late twilight or at night, suspect. But up to the failure of the left the outcome for us would likely have mag, all preflight magneto checks were been a lot different. within the checklist specifications and Yes, our Baron’s handling, speed, The engine monitor indicated a magneto without misfires–none were detected comfort, and appearance are all very failure on the right engine: all cylinders show high EGTs with low CHTs. during flight either. During the ensuing strong attributes that we regularly enjoy to annual inspection, close scrutiny of the the fullest. However, our prime rationale Cause upper cylinders in addition to the ignition for bearing the expense of maintaining An inoperable left magneto was and fuel distribution components revealed and flying the Baron was, at acquisition obviously the major contributing cause zero defects. As a result, the right magneto and still is today, the redundancy that fully of the engine problem. This triggered joined the left one destined for overhaul. paid for itself on that flight. “Roger that!” He’s not a pilot but when you need to talk about aviation marketing, John Shoemaker speaks your language. And more importantly, he listens. Call him today and find how the publications he serves, and the markets they reach, can help your aviation related business grow. 800-773-7798 VP Demand Creation Services – serving your advertising needs with these fine aviation publications: ● ABS ● Cirrus Pilot ● Citation Jet ● Comanche Flyer ● King Air ● Twin & Turbine [email protected]

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 37 www.bonanza.org

Insurance Higher Liability Limits: A Solution By Barry Dowlen

iability protection for aircraft owners has always been years, airplane owners and their insurance policy limits are more a concern. In the very early days of general aviation, exposed than ever. Thus, offering higher limits of coverage have become a problem for companies that insure aircraft owners. most aircraft owners carried liability insurance to be a good citizen and be able to cover any damages Insurers’ Exposure L Most carriers have decided against providing higher liability that owning and operating their aircraft might cause. In today’s limits for piston-powered aircraft. In the past there were companies world, it’s a combination of wanting to be a responsible person who would offer $5 million or even $10 million coverage per and trying to protect one’s net worth against our litigious occurrence. But now $1 million or sometimes $2 million is usually society that motivates the insurance buyer. the maximum offered for piston aircraft. This can present a real dilemma for individuals or corporations who want more protection. Over the years the insurance industry has evolved. Markets In addition to GARA, there are several other reasons insurance have come and gone; technology has changed the way we do companies choose to limit liability coverage for owner-flown aircraft. business. One of the most important changes is the philosophy Many underwriters feel they cannot collect enough premiums of insurance carriers regarding higher limits of liability for owner- from the participating aviation market to pay for the very large flown aircraft (especially piston aircraft). losses when they occur. Others simply do not want to jeopardize their underwriting results (insurance ratings) and/or reinsurance The (Unintended) Side Effect of GARA placements by risking a couple of multimillion-dollar losses. Yet The General Aviation Revitalization Act of 1994 (GARA) went others feel that by providing large limits of liability on a policy, they a long way to help out the general aviation industry. It gave will be a bigger target for lawsuits and could end up paying more aircraft manufacturers some protection from the seemingly for claims than if the same policies were written to lower limits. endless product liability lawsuits they were facing. It addressed The result is that the most common liability limit offered in the problem in part by limiting an aircraft manufacturer’s liability today’s aviation insurance market is $1 million total subject to a to only 18 years after the aircraft was produced–airplane builders $100,000 sublimit for each passenger. Although this limit can be are usually exempt from product liability for airplanes produced purchased for a relatively small premium, we urge you to carefully before 1998 (at the time of this writing). While this legislation consider whether this is enough coverage in your particular case. was hailed by many as a move to save the domestic aircraft It is fairly easy to understand why underwriters want to encourage manufacturing sector, it created some unexpected problems for consumers to purchase these low limits. If the carriers can limit others in the aviation industry. the claim payments on passengers to $100,000, they can contain After GARA went into effect, the deep pockets of the their losses and reduce their legal expense in defending a liability manufacturer could no longer be counted on for large settlements if claim against you. However, if you are a high net worth individual the aircraft involved was manufactured before the statute of repose or have a successful business, it probably is not the best limit for (18 years). As a result, lawyers began to focus more on aircraft you. In most cases $1 million “smooth” (without the sublimit) is owners and facilities that repair and maintain aircraft. While the available for a reasonable premium for those who want more accident rate for general aviation has improved over the past few protection. Some carriers will offer $2 million without a sublimit

38 AMERICAN BONANZA SOCIETY October 2016 for experienced pilots who are willing to do some regular training. But, for some, even $2 million is not enough protection.

The Solution Falcon Insurance has worked hard over the years to help our customers obtain the limits of liability they need. We were instrumental in creating Menger Underwriting Services, which uses Allianz Global Risks as an issuing carrier. Menger can provide aviation excess liability limits to ABS members who qualify and desire to carry limits in excess of $1 million. The premium for this second “umbrella” policy is reasonably priced for the exposure and pays after the basic policy’s liability policy limits are paid. If your situation warrants considering higher liability limits or if you just want the peace of mind that more protection brings, contact your Falcon ABS representative and ask about the limits that might be available to you in your situation. We offer a no- obligation quote so you can make an informed decision that works best for you.

Falcon Insurance Agency president Barry Dowlen has been with Falcon for 23 years. With over 30 years’ experience in aviation insurance as both an underwriter and an agent, Barry is a private pilot and holds a Bachelor’s Degree in aerospace administration. He is a member of the Agents Advisory Board for several insurance companies.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 39 Performance Aero Inc. Full Page B&W Ad Performance Aero Inc. Full Page B&W Ad www.bonanza.org

Remote Preheat: On and Off By Henry Fiorentini

he overwhelming tribal wisdom says that if you have a built-in Reiff or Tanis preheater, The Language Conservancy you should turn it on the night before your flight and not leave it running 24/7. This then begs the question Quarter Page T of how to turn it on the night before a flight without driving to bw Ad and from the airport, and possibly making an unnecessary trip the next morning if you have to scrub your flight?

Previous solutions included a cell phone version of “The Clapper” (remember those from the ’70s?) that used the ringtone of a cell phone to turn on or off a 120-volt outlet. One of the many problems with that device, as my fellow airport buddies will attest, is that you are never sure what state the switch is in if a wrong number or telemarketer called that phone and toggled your setting, or if random noises triggered the switch (possibly leaving it in the on position for weeks unbeknownst to you). Well, a reliable and affordable solution has finally arrived: SwitchBox (www.SwitchBoxControl.com). I recently acquired, tested, and now use it in my unheated hangar. For a purchase price of $299 and about $3/month for a T-Mobile SIM card, your problems are pretty much over in this area. The unit allows you to individually control two switches with a total of 15 amps (1,800 Watts). The magic of this device is a specialized cell phone/computer chip inside the SwitchBox that communicates to the outside world via text messages as well as conventional phone calls. Using their free app (iPhone, Android, or Web), you can instruct the box to turn on or turn off either switch or both

42 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org Sarasota Avionics Inc. Using their free app, you Quarter Page can instruct the box to turn 4/C Ad on or turn off either switch or both switches.

switches. There are slight differences between the phone call and text message methods. Using phone activation does not use up any of your text message credits, and it has an auto-off timer that tells it how long to leave the switch on, for up to 18 hours. A “White List” allows the switch to ignore calls from any phones but yours, which eliminates the inadvertent activation calls from wrong numbers and telemarketers. Using text messages is a bit more sophisticated as the switch also replies with a confirmation, but the auto-off timer function is not available if you use the text message activation. Also, T-Mobile text messages are 10 cents apiece, but 30 are included with your $3/month minimum fee. After setting up the labels (e.g., Hangar 50-9 and Engine Heater instead of Switch 1), the complexity is mostly dealing with T-Mobile and keeping straight its website for the SIM card’s (cell phone) activation and maintenance, and the initial setup of the website/ app for the control of the SwtichBox(es) using the SIM cards. Great Lakes Aero Products Each SIM card gets a unique user/password from T-Mobile, and Quarter Page also a separate user/password to control the SwitchBox from within the app–since lucky pilots with multiple planes and hangars B&W Ad will need to manage more than one SwitchBox from within the SwitchBox Control system. Cost is pretty straightforward. T-Mobile offers its Pay As You Go Plan that allows you to pay $10 (plus taxes) for up to 90 days of service, at $3/month, with 30 text messages per month. The phone call method of activation carries no incremental charges. The text message activation uses two text messages (one incoming and one confirmation reply). The Synchronize/Status-Update button (not shown) displays signal strength and the actual current status of each switch, but this consumes four text messages. T-Mobile will let you slide for 90 days without any activation before cancelling your SIM card, so I skipped the summer months and paid just $30/year for all this functionality. You risk deactivation if you don't replenish your account before the 91st day. Personally, I signed up for their auto-pay every month and spend $40/year because if I do miss the 90-day grace period, I will hate the hassle and expense of getting, installing, and configuring a new SIM card and setting up a whole new T-Mobile account. If your hangar is in one of the few places that does not get good T-Mobile reception, you can also install an AT&T SIM card, although AT&T text messages are 20 cents apiece instead of 10 cents and with slightly different pricing plans.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 43 www.bonanza.org

Marge was the first female director of the American Bonanza Society. Marge Gorman: The First Female Board Member of ABS (and so much more!) Marge amassed over 5,000 flying hours and won several awards. By Art Pickens

met Marge Gorman in the summer of 1950. I was a newlywed and had taken a Marge passed away in June 2015 at the job in Mansfield, Ohio. Marge and her husband Jim lived on the apartment floor age of 90. She is survived by her husband Jim Gorman and two children, Gayle Green beneath mine. They were a newly married couple also. My “dropping one shoe” (General Rich Green) and Jeff Gorman on the floor one day was the beginning of developing a bond, as they were (Shellie). Also surviving are her grandchil- I dren Elyse, Curtis, and Stew Freeman; and always waiting “for the second shoe to fall.” This became an ongoing source of fun Kelsey and Ryan Gorman. between the two couples. As we went through life, our conversations would always Marge had many accomplishments in the aviation world including several

44 AMERICAN BONANZA SOCIETY October 2016 Marge with her husband Jim, also well-known in Beechcraft circles and an ardent supporter of ABS and the ABS Air Safety Foundation. Ram Aircraft LP

Marge’s daughter Gayle is a highly accomplished pilot as well.

Family was very important to Marge.

Atlantic crossings. She also made many transcontinental flights with the Ninety- Nines. The Ninety-Nines are an all-female flying organization. Marge and Jim were known as a flying couple. While Marge served three years on the ABS Board of Directors in the late 1970s, Jim has been on the boards of the EAA Foundation and the Staggerwing Museum. Jim says their most

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 45 In front of the Bonanza Marge flew to Nor- way…finding a cracked crankcase when she landed. Left to right: Gayle Gorman Green, author Art Pickens, Jim Gorman and Laura Jones, who flew Art to see the Gormans’ to research this article.

Marge’s first passenger in a rotorcraft, and Marge was Gayle’s first passenger when she became rated as Whirly Girl #293. Marge was recently inducted into the National Forest of Friendship along with such greats as Amelia Earhart, Charles Lindbergh, The Wright Brothers, Sally Ride, Eileen Collins, and Chuck Yeager. With Jim as pilot, Gayle and Rich Green flew to the ceremony in Marge’s beloved memorable flight was to California, where Society. She was Whirly Girl #93, one of the 1976 V35B, N19SL. they purchased a Beech Staggerwing. first 100 women in the world rated to fly Marge Gorman was very active in They flew it back to Mansfield and fully helicopters. She and her daughter Gayle are aviation circles in her home town of restored it. the only mother/daughter pair who hold Mansfield, Ohio. She will be sorely Marge had the distinction of being the first aircraft, glider, helicopter, and instrument missed in the aviation world and, most woman director of the American Bonanza pilot certificates and ratings. Gayle was importantly, by her family. Flight-Resource LLC Quality THE WINNER’S CHOICE FOR AEROBATICQuarter AND AIRPage RACING PERFORMERS Beechcraft Maintenance B&Wnow STC’d Ad Gemco Aviation is a 3-time for the Bonanza and many other airplanes FAA Diamond Award Maintenance Facility – BENEFITS: We Can Keep You Flying!  26 Pounds Lighter  Turbine SMOOTH Operation We Maintain The Entire Beechcraft Line!  Looks Great!!  Unlimited Blade & Hub Life Staggerwings • Bonanzas • Barons • King Air  Reduced Take Off Distance  Faster Cruise  Improved Climb  No AD’s  Shorter Landings  Stainless Steel Leading Edge  Improved Engine Cooling  Hot Prop & Fluid De-Ice

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46 AMERICAN BONANZA SOCIETY October 2016 Avemco Insurance Co. Full Page 4/C Ad www.bonanza.org

The author with his G58 Baron. Right: Baron co-owners Rod Sintow and Brett Panter.

Photo by Caitlin Panter Transatlantic Journey

Home in a G58 Baron By Brett Panter

lying a Turbo Aztec around the country with family and friends for 12 experience and did all the preflight years was awesome. However, like all pilots, I was always looking beyond. planning and acquired the survival gear. He also had significant experience and I frequently read about all types of airplanes for sale and had the urge to training in many of the Beechcraft planes upgrade. Any upgrade had to include flying with modern technology. I was including the G58 Baron. Our insurance F company required that he disclose his not introduced to aviation as part of the “children of magenta;” I began flying in 1977, experience before we could get special in the days before GPS. Yes, I actually had to fly around the country with the aid of coverage for this flight. needles on a VOR. Does anybody else remember those days? This is where my experience began. My airplane partner, Rod Sintow, having millions I also wanted to increase my speed. not desperate to sell. Our search led us to of AAdvantage miles on American Airlines, So the search was on for a step up in Europe, specifically Gloucester, England, treated me with a first class ticket to modernization, speed, and comfort. where we found N241WB: a 2009 model with London. Once in London I was on a train Eventually we decided on the G58 Baron. synthetic vision added to the G1000. Since to Farnborough, where our G58 Baron was The requirement was 2007 model or newer, the aircraft was U.S. registered, we avoided undergoing a prepurchase inspection. because that’s the year Beech began some hassles. The question now was how N241WB only had 400 hours of time-in- producing Barons with the . to get it home to KTMB, Executive service since new so it passed with flying Yes, I was going to the magenta side of Airport in Miami, Florida. colors. I was ready for my first flight. Never aviation, after over 30 years of round dials Insurance required me to log 25 hours having even been in a plane with a glass and needles. of dual instruction in make and model cockpit, I was totally out of my comfort There were only a handful of G58 before coverage while solo. So the plan was zone. In addition to my 12 years of flying a Barons for sale. All of them were quite that I would fly to London, and the broker 1979 Aztec F, I had many more years flying pricey and, to my surprise, the ability to (young pilot extraordinaire Garett Gerde) other older model twins including the negotiate was minimal. Owners of these would do the transatlantic flight home Geronimo, which is a converted Apache planes are loyal to the model and most often with me. Garett had previous transatlantic originally built in 1959.

48 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

I climbed in the left seat with Garett in the 5K scenic run to the water near some huge right to fly to Gloucester to meet the seller rocks along a pathway overlooking a very and consummate our deal. Meeting the cold ocean. seller was great. He was a real Beechcraft It was time to get ready for another day enthusiast who already has his factory-new of flying – no time to waste on our journey Baron in his hangar beside N241WB. The to Miami. We fired up the Continental IO- flight to Gloucester entailed me simply doing 550Cs, normally aspirated, fuel injected, what Garett told me to do. The speed and direct drive, air cooled, horizontally power, about 40 knots faster and 100 more opposed, six-cylinder, 300 HP engines. horsepower than I was accustomed to, was The engines started without any hesitation. quite extraordinary and exhilarating. They liked the cold, crisp air. Now we were Brett and Wendy Panter After the paperwork was done and the off to Soderstrum, Greenland, a huge island funds were wire transferred, the plane was home to a former the engines, these and other thoughts can officially ours. Garett and I were now ready base. There’s not much on Greenland. be dominating. Finally I asked these and to begin the transatlantic journey aboard The views were spectacular. The glaciers other questions to my mentor and flying our Baron, N241WB. and simply the vast amount of territory partner. Garett’s reply was simply: “Well, We met at the airplane early the next with no signs of mankind were amazing we will get to know each other very well.” morning and made sure it was full with fuel and thought-provoking. As a pilot in an That was not very comforting, but it was (194 gallons useable) and 11 quarts per unfamiliar plane I had to think: What entertaining at the time. side of oil. We were ready to go. Our first happens if we lose an engine now? How Over Greenland, and for most of the destination was Wick, Scotland. The flight long would it take to get help? Could we get flight, we flew at 10,000 feet. We did took four hours. I was totally unfamiliar help at all? Would anyone know we went not have supplemental oxygen, nor is it with where we were going and more down? Could we survive a landing on the required, but you do experience mild unfamiliar with the aircraft. Fortunately glaciers? Where would we go afterward? In hypoxia at 10,000 feet, especially if flying I had my mentor Garett to guide me. It the Baron’s cabin, with the constant hum of at that height for long periods of time. was an amazing feeling and a certain unfamiliar discomfort. But I had a certain confidence in this new machine. I was so accustomed with flying vintage aircraft. The Aztec was 35 years old, like a worn in, comfortable pair of sneakers. Was this new highly technological Baron going to fit with the same comfort of my old Aztec? After about four hours of mostly being on the autopilot, using the Nav button on the Garmin 1000’s integrated GFC700 autopilot and watching the Baron fly one leg to the next, a reasonable level of comfort began to set in. The reality is, on these long journeys you learn a lot less about your airplane than you might believe—it is travel, not transition training. Nevertheless, with Garett’s help I landed in Wick. Wick was colder than I expected for September. Since every stop was a new country, we had to clear customs. After filling up with expensive fuel we were off to Keflavik, Iceland. After another four hours of autopilot and the Nav button, the Garmin G1000 autopilot successfully found Iceland, where we stayed the night. Early the next morning, I led young Garett on a

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 49 www.bonanza.org The snow began to form ice on the leading edge of the wings. Being a Florida pilot, I had never experienced icing.

the wing on the pilot’s side. The plan was data. We found a local avionics shop after we saw some ice develop we would to help us and after several hours we cycle the deicing boots. I am most pleased were ready to fly the East Coast. After to be able to tell you the deicing boots put two days of flying over mostly water or on by Beechcraft worked great. desolate territory, now we were actually flying over populated areas with airports Icelandic Cheerios became part of our survival gear. he landing at Goose Bay was a everywhere below us. Still, since none real experience. The weather was of this was formal training, I was not in Thankfully, the engines continued to hum T getting bad, with lots of rain and my comfort zone with this amazing G58 smoothly throughout our journey. We flew very cold conditions. There were very Baron. We made it to North Carolina at about 2500 RPMs and at 10,000 feet; we few people at Goose Bay. It has some and filled up with gas at a self-serve had about 22 inches of manifold pressure military planes and a military presence. in Lumberton (KLBT). We quickly got at full throttle. Using the Lean Assist mode The controller announced a temperature airborne again, now on our final leg to on the Garmin G1000 we were able to lean inversion and gusting winds from all Miami Executive Airport. About four to about 14-15 gallons per hour per side. directions. Garett gave me the choice to hours later we landed safely at KTMB, Our ground speed was around 200 knots, make the landing. Having only about 12 finally home after about 27 flight hours. but of course that varied with the winds. hours in our new plane, I put my ego aside A month later I flew to Wichita, During overwater flights, a point of no and asked him to make the landing, which Kansas, the birthplace of G58 Baron return must be calculated. Well before he gladly did. I recall that last couple of N241WB to get formal flight training. that point and if significant headwinds miles on final approach finally being able Almost two years have passed and the are encountered and ground speeds are to see the field through the rain and clouds Baron continues to serve us well. Safe reduced, calculations need to be revisited and getting bounced all over the place trips have been made to Wisconsin, and the decision made whether to turn before short final. Despite the wind, the North Carolina, many islands in the back and return to where you started due rain, and the temperature inversion, Garett Bahamas, and more. to range limitations. We were fortunate to greased the Baron down on the runway Flying our Baron has enabled us to not encounter any headwinds that would that was probably 10,000 feet long. experience many adventures. My maiden have prohibited completion of each leg It was getting late and we were tired, flight home over the North Atlantic will of our journey. but the Baron was ready to go. So it was always be an adventure to be remembered. After a quick stop in Greenland, the same procedure: clear customs, buy Special thanks to Garett Gerde for his help clearing customs and once again taking expensive gas, and head on to our next on the voyage. on very expensive fuel, we were off to destination. The USA. Bangor, Maine, Goose Bay, Labrador, in Canada. On this and lobster rolls were waiting. The flight I dedicate the article to Paul Gretchel, leg we had the opportunity to experience to Bangor was uneventful but dark. Not our mentor and flight instructor, and icing. I said to Garett, “I think it’s raining.” exactly the best place to be flying at night, Robert Wayne our lawyer. Paul was a He alerted me to the fact it was actually but we had the steady hum of both engines lifelong Beechcraft enthusiast and BPPP snow. The snow began to form ice on the for another four hours. instructor, and recently passed away. He leading edge of the wings. Being a Florida Arriving at Bangor around midnight, provided Rod and me the 25 hours of pilot, I had never experienced icing. Garett asked me if I was ready to continue training required before solo, and flew The Baron is equipped to fly into known to Miami. But he was kidding. It was time to with me to FlightSafety in Wichita. Robert icing conditions. As often in aviation, this rest after about 12 hours of flying. We found was our lawyer, also an ABS member and occurred at a most inopportune time. It a late-night lobster roll and called it a night. Bonanza enthusiast, and dealt with all the was getting dark. Known ice airplanes are The next day we had the chore of international issues of acquisition, doing a equipped with an ice light that illuminates converting our avionics software to USA great job.

50 AMERICAN BONANZA SOCIETY October 2016 Appareo Systems BendixFull Page King 4/C Ad Full Page 4/C Ad www.bonanza.org Forum ABS Idea and Information Exchange The Forum section is intended as a space for members to respond to articles printed in the magazine, or to share their knowledge of a helpful idea for other members. Send your words and photos to [email protected].

Al, his wife Norma Banen, and their patriotically painted B55 Baron were featured in the August 2006 issue of ABS Magazine.

o: ABS Members – I recommend Tucson Aeroservice It has been great fun Center, Marana Regional Airport in Marana, Arizona T (KAVQ), as an excellent maintenance facility. On short instructing for BPPP since its notice the personnel repaired my Bonanza, N2092W, replacing the inception. After 62 years, I think starter adapter. This allowed me to continue my trip on schedule. The several technicians are experienced in Beechcraft service, it’s about time I hung it up. and Ron Anders and Troy are efficient in completing work in an expert and timely manner. Tucson Aeroservice Center is at 520-682-2999 and www.tucsonaero.com. —Ron Siwik it’s about time I hung it up. Best of luck to all of you with ABS. Warmly, Al Banen will not be upgrading my instructor profile for the new ABS website as I have decided to retire my certificate due Thank you very much, Al, for your many years of service to I to my wife’s illness. It has been great fun instructing for the members of ABS and your devotion to flight instruction. BPPP since its inception. After 62 years of instructing, I think Best wishes to you and your wife. – TT

52 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org “I’m proud to be part of the ABS BPPP instructor program. Everyone associated with the program has been absolutely great. It’s a well-run program and a great benefit to ABS members.”

Mike Friel Distinguished Flying Cross, U.S. Army 2002 Special Agent Pilot of the Year, U.S. Drug Enforcement Administration BPPP Instructor

Nowhere except ABS will you find over 70 highly or other ABS and Regional Society events through experienced Beechcraft specialist flight instructors the year. Then, schedule your personalized like Mike Friel, ready to be your aviation personal Beechcraft instruction with the outstanding trainer. Take the free Beechcraft Pilot Proficiency instructors of BPPP – near your home or favorite Program online course at www.bonanza.org fly-out, on your schedule, for only $395. See the when it’s convenient for you, or complete BPPP instructor list under PILOT TRAINING/BPPP BPPP ground school in the ABS Tent at Oshkosh at www.bonanza.org.

BPPP: For over 30 years, the best in Beechcraft flight training. Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 53 YOUR NORTHEAST Tech Talk is a periodic feature written by ABS’s BEECHCRAFT Tech Talk Technical Advisors. EXPERTS Installations, Repairs and IFR Certifications Fuel System Problems By Dick Pedersen

was replacing a fuel bladder on an A36 recently and discovered this damaged finger strainer when I removed it. The finger strainer screen is bent; it broke loose from the brass sleeve with a ball of fuzz caught on the strainer mesh. If the fuzz had come loose from the strainer mesh, it could have easily flowed downstream Personalized Service for 36 Years! Iand got caught in the fuel selector assembly and possibly restrict fuel flow to the Custom Panel Fabrication & Restoration Call Ken Gleason engine. The strainer screen did not get bent when I was removing the bladder, as I 845.462.5116 remove the finger strainer assembly before I fold up the bladder inside the wing to for pricing on G600/500, GTN-750/650 and Aspen PFD/MFD remove it from the leading edge. It was most likely damaged during installation as this www.precisionavionicsinc.com email: [email protected] bladder had been removed several times for repairs by other shops. Precision Avionics, Inc. FAA Certified Repair Station 0Q1R383K 40 Citation Drive, Wappingers Falls, New York 12590 These finger strainers most likely never This finger strainer is the first of several get inspected other than during bladder fuel screens from the tanks in the Bonanza PrecisionProviding Quality Propeller Service removal due to their location inside the fuel system. Being first in line, it is also the Since 1980 bladder. I have found some strainers that coarsest of the screens in the system. The Service Inc have been bent or have contamination screens get finer as fuel flows toward the 1/6 Page caught in the coarse mesh screen. I even engine. The next screen is at the bottom B&W Ad found one where the screen was missing of the fuel selector assembly, which you from the rest of the finger strainer assembly. should be sumping during your preflights. It is possible to inspect the finger strainer The third screen is even finer, located in without removing it from the bladder, but the throttle body on the injected engines or you would have to have a really good in the pressure carburetor on the E-series reason to do so. It would require grounding engines. The final, very fine screen is Authorized McCauley Service Center the plane to a good ground point and located inside the metering valve on top HAMILTON STANDARD - HARTZELL McCAULEY - SENSENICH - WOODWARD defueling the bladder. Then you would of the fuel injected engines. At one point have to remove the inboard inspection in the past there was an aftermarket final Full Propeller Props & Sales & Service Prop Governors panel on the top of the wing leading edge filter that mounted in the fuel injection Authorized Distributor and the round plate that bolts to the top lines between the metering valve and the • Rapco of the bladder, along with the support fuel nozzles at the cylinders, but I haven't • Sensenich 1-00-43-37 tray that is under the inspection panel. By seen any of those in a long time on the • Ice Shield 208-344-5161 • BF Goodrich FAX 208-344-9503 reaching into the round hole on the top Bonanzas that come into my shop. • MT Propeller FAA Repair Sta. of the bladder you can unzip the zipper For some reason, there is fuzz that gets #FG6R534N on the baffle toward the inboard aft end into the fuel systems on aircraft. I'm not of the bladder. You can then either reach sure if it comes from cleaning rag particles into the baffled area and physically feel the caught around the fuel caps that drop into finger strainer mesh to check if it is bent the fuel tanks when you remove the caps, [email protected] or damaged or shine a bright light beam or if it is from the fuel filters in the hoses www.precisionpropellerservice.com into the baffle area and visually check the and fuel pumps we dispense fuel from 4777 Aeronca St., Boise, ID 83705 strainer assembly. at the airports. I have found this type of

54 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

fuzz in all but the final screen in Bonanzas get through it so the engine would run at and brittle. Rubber particles were breaking that I have inspected. Two aircraft I know all but full power. off from the inside of the hoses and had actually had partial power losses caused The other plane was a G35 Bonanza migrated downstream into the final screen. by restrictions in these screens. One was with an E225 engine. In my shop for the The hoses were so stiff and brittle that they a 1946 7AC Champ in which the engine first annual I’d done on it, I found the final snapped in two when I removed them. The lost almost all power right after takeoff. screen at the carburetor to be about 70 owner called me after he flew the plane Upon removal of the fuel screen at the percent restricted with rubber particles and home and was wondering what I did to his carburetor we discovered the screen itself fuzz. The owner had been using auto fuel plane during the annual as it was now 10 was clean but there was a 90-degree fitting many years previously, and the toluene, knots faster and had a much better climb in the fuel system right before the screen benzene, and other harsh chemicals in rate. I guess that’s what happens when all that had a ball of fuzz about the size of an auto gas had caused the inside of the fuel the horses up front get the fuel they are aspirin trapped inside. Some fuel would system rubber hoses to become very stiff supposed to get.

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Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 55 www.bonanza.org Tech Tips

Tech Tips are answers to questions about a specific airplane, system or operation presented by an ABS member, and are Autopilot kicks off the opinion of the Technical Advisor. Answers are the best information available based on indications presented by Barry Cronic, Canon, Georgia the ABS member asking the question. Actual inspection My KFC150 autopilot kicks off during flight. I pull and reset the circuit breaker of the aircraft or system in question may change an initial Tech Tips opinion. Aircraft owners, pilots and readers are Q: to get it to come back up. We rebuilt the servos but still have problems. It will advised to physically present airplanes and indications to a qualified mechanic before choosing a course of action. run for several hours sometimes and a few minutes other times. Any ideas? Can you suggest a shop? Bob Ripley retired from Delta Airlines as I have seen a number of autopilot failures where the wiring in the connector was a manager of line mainte­nance A: the fault after the autopilot hardware had been sent out and repaired. Auto Pilot (Atlanta) and has run an Central in Tulsa, Oklahoma (918-863-6418) and Mid-Continent Instruments and Avionics FBO focusing on Beech maintenance for 20+ years. in Wichita, Kansas (800-821-1212) are both good King KFC150 autopilot shops.—LE

External power connector Curtis Boulware Ken Deeble, Proctor, Montana has managed a Bonanza, Baron, and T-34 Mentor-specific shop for It appears my S35's external power connector is malfunctioning. When 13 years, winning numerous national Q: external power is connected nothing happens. I was told that there should awards for T-34 restorations. He earned his Private in a T-34 and be a clicking sound from a relay when power is connected, but there is none. Is this enjoys flying all models of the repairable or must it be replaced? Beech piston family. Make sure that the plug is going in all the way. There is a small pin that must John Collins A: provide a ground for the relay to close. Verify that when you have the external has previously owned an power plugged in you have voltage at the relay. When the small pin grounds the FBO and avionics shops, and relay, it should close and supply power. If the relay itself is inoperative, it will require for several years has been ABS’s Avionics columnist. replacement.–BR He owns a Bonanza and is a CFI/CFII. Alternator intermittently charges Gerald Bakken, Olds, Alberta Louis Edmonds has over 25 years’ experience My G33 Bonanza’s Kelly Aerospace ALX 8523 alternator intermittently charges specializing in maintaining Q: after takeoff. Approximately two minutes after engine start it will start charging Bonanzas and Barons. His Edmonds Aircraft is and then quit. Left on, 10 minutes later it will start and then quit, then it will stay on a long-time ABS Service and charge. The pattern reoccurs if the alternator is switched off, then back on. I Clinic host FBO. have 300 hours on an IO-470N reman and rebuilt alternator. I assume your alternator problem is something that has just started happening Dan Honeycutt A: and was not an issue with the rebuild. I would start troubleshooting by is an A&P/IA with over 20 connecting a wire between the field terminal on the alternator and a volt meter in years experience. He owns a California-based FBO the cockpit. Run the engine and watch the volt meter and aircraft ammeter. If the specializing in Bonanzas alternator operates as you have described - charging, quitting, charging again, and and Barons. so on - and the volt meter shows a voltage, then the problem is not in the regulator. The voltage reading may vary, near battery voltage just after start and tapering off slightly, then going to near battery voltage when the alternator goes off line, and Tom Turner ABS-ASF Executive Director, coming back down slightly when the alternator is charging again. If that’s what you holds a Master’s degree see, then the regulator is not the problem and the alternator needs to be repaired. in Aviation Safety. He has If the volt meter shows power only when the alternator is charging the battery, specialized in Beech pilot instruction for over then connect the volt meter to the field output at the regulator and run the test again. 25 years. If the meter shows voltage as in the first scenario above, then again the regulator is good and you need to check/replace the field wire.

56 AMERICAN BONANZA SOCIETY October 2016 If you still see the field voltage going to zero when the B & C Specialty Products Inc. alternator goes off line, then reconnect the meter to the Quarter Page regulator’s power input and retest. If the voltage reading there is constant (near battery voltage), the regulator is bad. 4/C Ad The wire terminals you would connect to on the regulator are labeled “F” for the field wire and “S” for the power feed. If none of this works, check the wiring between the alternator switch and regulator, the wiring between the main buss and the alternator switch, the wiring between the alternator switch and the 10 amp circuit breaker, and finally check the circuit breaker itself. I have had circuit breakers go intermittent in situations like this.—LE

Teaching in the A36 Jeff Macuire, North Sydney, New South Wales I want to get additional information on the ABS Flight Q: Instructor Academy. I am an Australian Grade 3 flight instructor and part owner of an A36. We have many members coming and going from our syndicate, and I am looking for a structured process that I can use to help them become competent in the aircraft. Information about the online ABS Flight A: Instructor Academy, which is free to ABS members, is at www.bonanza.org under the INSTRUCTOR TRAINING menu selection. The ABS Flight Instructor Academy page includes a description of the 19 modules in the Academy program. For your members’ own training, please invite them to become members of ABS and take advantage of Tinted Thermal Pane the free Beechcraft Pilot Proficiency Program (BPPP) online. The Beechcraft Systems, Procedures, and Window Inserts Techniques Course (“BPPP Initial”) provides type- and model-specific instruction you may then augment with the flight instruction you provide in the A36. Please let me know if I can help you further. —T T

iPad buzz John Sandvig, Seattle, Washington I get only about three hours of iPad battery life when Q: operating Foreflight Mobile in flight, so on longer flights Tired of Noise, Heat and Glare? I need to recharge. When I plug the iPad 2 charger into a Enhance the beauty of your aircraft and help solve the three most common problems associated with aircraft windows; USB charging adapter in the power receptacle (i.e., cigarette Noise, Heat and Glare. lighter) on the panel, the iPad charges for a few minutes but Thermal pane tinted window inserts are installed on the inside of your existing windows creating an airspace between soon sets off a loud buzz in the comm radios. I can see the the two windows. Call today for prices. “RX” symbol light up on the Garmin 530W frequency display The Thermal Pane Window Inserts are FAA/PMA approved, indicating the radio thinks it is receiving a legitimate signal. U.S. Patent #4,877,658 When I unplug the iPad charger the buzz instantly ceases.

When I again plug in the iPad charger, it charges for a couple Prouct, nc. minutes then the same problem behavior recurs. 23220 Miners Road, Gavlin Hills My airplane partner charges his iPad Mini in flight with Perris, CA 92570 www.gdaero.com * The pilot and copilot windows are thermal pane and provide no problems. Is this a known problem with iPad 2 inflight 951-443-1224 a 70% light transparency as required by the F.A.A. charging and if so can you recommend a remedy?

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 57 Specialized Aero Quarter Page I have heard of several cigarette lighter power A: adapters putting off a lot (and I mean a lot) of RF 4C Ad (radio frequency) noise. The higher the charge rate, the more noise. A couple things to check: If your airplane has a 28-volt electrical system, make sure your charger can be used for multi-voltage (usually 9-30 volts). Make sure you’re using the best quality (usually most expensive) charger available. You can literally hear the RF buzz emanating from the cheap dollar store ones. Make sure you’re using a charger that charges your device at the proper rate. The iPad 2 is a 2-amp charge. If it’s trying to use a 1 or 3 amp charger, noise will occur.—CB

Borescope interpretation Bart Waclawik, Carmel, I’ve sent you some borescope photos I took from Q: my #2 and #5 cylinders. I am concerned with them and wanted your advice on how to proceed. These are Millennium cylinders 100 hours SMOH. 1. #2 cylinder (Photo 1): I was experiencing high CHTs in climb (approaching 440°F) so I decided to borescope Hartwig Aircraft Fuel Cell it to assess any damage. My Quarter Page areas of concern are the 4/C Ad exhaust valve appearance, Photo 1 vertical scoring, and white ash appearance of the combustion chamber. Compression was 68/80. 2. #5 cylinder (Photo 2): It did not experience high CHTs but I am concerned with the exhaust valve appearance, and more importantly, something that looks like a vertical crack at the top of the barrel. Also, I’m concerned with the areas where the crosshatch is gone. Compression was 74/80. My IO-520BB engine is under warranty through Signature Engines so I Photo 2 need to know whether I need to file this as warranty. My engine was overhauled and installed by them. Everything seemed normal except fuel flow was set too low (23.2 GPH maximum at 800 foot MSL field elevation). EGTs were consequently high at takeoff and unfortunately I just learned this last month when I installed EGT monitor how high they really were.

58 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org P26601 Inc AUDIO ADVISORY SYSTEM The exhaust valve heat signature 1/6 Page A: looks okay, the minor scoring on Your “electronic co-pilot” the walls at the top of the cylinder are B&W Ad also okay. I am not too sure about the crack; I have never seen this before. I suggest talking with the engine shop. The fuel flow should be at 25 GPH with full throttle and 2700 RPM. Raising the fuel flow to the correct values in Continental ( Gear Position Advisories ( STC’d for the Sierra, Bonanza, Baron, Duchess, Duke and bulletin 97-3G should help with the CHT Overspeed (Vne) Advisory ( Stall Warning Repeater C90 King Air. For more information, contact your favorite problems. You might also want to take a avionics dealer or visit us at ( Flight Time Recording www.p2inc.com (888) 921-8359 look at the baffles and make sure there are no holes or gaps allowing the air to Aircraft Specialties Services go in the wrong direction.—BR 1/2 Page Island

Oil leak concern 4/C Ad John Tougas, Huntingtown, Maryland I have an F33A with an IO-520BA Q: engine. Oil is seeping in flight, streaking onto the windscreen. Post- flight inspection shows oil seeping out of the left side gills and streaking down to the bottom of the fuselage. My oil consumption rate is only about half a quart per three hours. My A&P inspected the engine and couldn’t find any major leaks. He thought perhaps I had overfilled (I fill to 10 quarts). Another A&P said that’s too much oil and recommended nine quarts maximum. Any thoughts? Oil leaks can be difficult to locate A: at times. The oil level at 10 quarts is fine as long as you don’t have a lot of blow-by from the cylinders. Some IO-520s will blow down to nine quarts and that’s okay too, as long as you check oil level before every flight (even at fuel stops). If it’s blow-by, the oil will normally come from the breather tube underneath the engine, not where you are seeing it. What it sounds like to me is either a pushrod housing seal or possibly a valve cover gasket. Wash down the area well and let it dry completely. Then run the engine, shut down and look in. If no leaks appear, fly around the pattern one time and look again. You may have to do this a couple of times to locate a leak.—BR

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 59 www.bonanza.org

floating panel is level with the airframe. marked with arrows in the photo. On the Floating instrument The part number of the Lord mount is outboard side of each is a spring-loaded panel 150-pl-14. You will need one for each aluminum lever. Depress the lever and Ed Loskill, Lubbock, Texas side at a cost of $65 each.—BR you may move a pedal to move to one I just replaced my 1966 V35's of two positions, forward or aft. Be sure Q: Bendix attitude indicator and to put both pedals in the same position. noted that after it erects, it always Adjusting rudder pedals Wiggle each pedal slightly to ensure it Allen Coffin, Lorton, Virginia displays about two degrees left bank. is in the position detent. The indicator has been checked and is Is there a graphic or photo If you have brakes on the copilot’s good. My avionics technician noted that Q: available depicting how to adjust side they work the same way. If there my floating panel is hanging low on the the pilot rudder pedals for my 1979 A36? are not brakes you have the choice of left side, causing the left bank indication. If you look at the rudder pedals the forward and aft positions, as well as This affects my autopilot operation, so I A: you will see vertical shafts (cast the ability to fold the pedals all the way need to level the panel. Can you give me parts) that support the pedals. These are forward against the floor, disengaging some pointers on doing this? rudder control.—T T The floating panel has two rubber A: Lord shock mounts, in the left and right lower corners. Replacing them should fix the issue. To confirm you fixed it, put a level across the front seat tracks and level the aircraft with a jack. Once you get it level, take a look at the turn coordinator and see if the slip/skid ball is in the center. This tells you whether the

Butler Avionics Inc. Oil pressure drops 1/6 Page Derek Thornton, Richford, Vermont 4/C Ad I have an E-225 equipped G35 Q: with a hydraulic propeller. When I start the engine oil pressure is good, but after I fly 30 minutes the oil pressure drops to the bottom of the green. When I prepare to land I put the propeller control fully forward but I cannot get maximum RPM. If I land and want to take off again I cannot get full RPM either. If I open the engine up and wait 15 minutes, it will again Beaver Air Services get full RPM. The oil temperature remains under 1/6 Page 200°F and not really hot. CHT control 4/C Ad is fine. Do you think that my pressure relief valve is not seating properly? I suggest taking an oil sample A: right after landing and checking the actual temperature with a candy thermometer to confirm the indicator in the panel is correct. If the indicator is correct, you can adjust the oil pressure up slightly at the relief valve.—BR

60 AMERICAN BONANZA SOCIETY October 2016 The right tools for the job Emergency descent wingbolt wrenches • made in the USA John Winslow, The Woodlands, Texas m Bonanza through the King Air Aircraft Series. VLE (maximum landing gear m These wrenches are used for the inspection and Q: extended speed) in my 1961 95- replacement, as required, of the wing attach bolts on 55 Baron is 150 mph. The Emergency Beechcraft Aircraft. Descent speed (from the Section III m Available for purchase or rental. m Lifetime Warranty. checklist) is 165 mph, which is VLE in m See website for additional information. 817•573•2786 an A55 Baron. I use 150 mph in training. I’d like a second opinion on which speed Ryan Machine • 9608 Taxiway Dr. • Granbury, TX 76049 email: [email protected] is appropriate. www.ryanmachine.net I agree with you that for purposes A: of training I would remain below 150 mph/130 KIAS for emergency descents in your vintage of Baron. Recall that VLE is an airframe certification limitation and the Emergency Procedures checklists are a non-regulatory factory recommendation as to how you might fly the airplane. I suspect that, since the same Pilot’s Operating Handbook for the 95-55 covers the 95-A55 also, there was a disconnect and the POH’s authors did not note the limitations difference when they wrote the Emergency Descent checklist. To avoid possible gear door damage I suggest you continue as you have and use 150 mph/130 KIAS as a maximum speed during an emergency descent. In an actual emergency you may descend at 165 mph (143 knots).—BR

Fuel gauge not reading correctly William Schilling, Hilton Head Island, South Carolina My 1970 V35B’s left fuel gauge is Q: still reading full after an hour of fuel burn. After that point it then slowly begins to drop to proper level. Later it then again reads full. At one point the left gauge on the JPI 930 had a red “X” over it. Then it went away but the tank still was reading full. Not knowing for sure how much fuel was in that tank, I landed. After landing the reading on the left tank went to about five gallons. I think there are two floats in each tank. Could this be an electrical grounding problem? If so, where do I look?

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 61 www.bonanza.org

There are indeed two fuel seems there is no dynamic braking A: senders in each tank. The action for the landing gear transmission. inboard is located under the long Is this correct for the model? It seemed to rectangular leading edge panel near coast up or down when the gear motor the wing root, and the outboard is circuit breaker was pulled. We had to under the square panel that houses the reset the up and down limit switches. filler cap. The wiring should be from There is no dynamic braking the JPI to the inboard sender center A: action when pulling the circuit post, from the inboard sender base to breaker. To get the dynamic braking the outboard center post, and from the the gear limit switches have to be outboard base to ground. activated. When swinging the gear At no time should the inboard on jacks during annual, you must sender’s base be grounded. It should reach in with your fingers or a tool be isolated fully. and transfer the up limit switch when Check the wiring continuity as well the gear is going up, and the down limit as the sender function. Each sender switch when the gear is going down, to should be removed and checked for activate the dynamic brake. By doing continuity. Full down should be near this, you are making the gear motor a zero ohms, full up should be about 80 generator and shorting it out, which ohms for inboard and near 45 ohms for is what causes the motor to stop.—LE outboard. The JPI really doesn’t care about the value as long as at no point do the senders read OL (out of limit) Downlock cable boots Bob Benda, Centennial, Colorado on your multimeter. Lastly, check the tank vents and I conducted a BPPP 58P Baron fuel cap O-rings to ensure the bladder Q: training flight last month, and is not pulling up into the senders as fuel when I inspected the gear assembly If your Baron is an early model is depleted from the tank.—BR I noticed that the canvas boot was A: without downlock cables it will installed differently than the ones on my use the same boot as a Bonanza. With Baron. I would like to get your comments downlock cables it is a completely Dynamic brake on the placement of this boot. I believe different boot and installation. See David Bice, it is in the wrong location based on my photos.—BR Albuquerque, New Mexico what you and Curtis taught us at the I’m doing the first annual on ABS Maintenance Academy. Thanks for Q: a M35 I recently purchased. It any help/guidance you can provide. Panel lighting inop Lowell Sharkey, Manitou, Kentucky Correction My 1979 A36's radio and engine In “High Performance Landing Light Alternatives” (“Beech on a Budget,” August Q: instrument lights are inoperative. 2016) the author described replacements for landing and taxi lights on his Beech Baron The circuit breakers are good and we’ve and other type-certificated airplanes. His substantiation for installing light bulbs similar confirmed power to the rheostat. I need to but not aviation approved parts is that these bulbs are not required by Federal Air Regulations. We received several comments from ABS members who remind us a wiring diagram and the location of the that, although landing and taxi lights are not required, if they are installed they must power transistor for this circuit. meet the requirements stipulated in the airplane Type Certificate (which, for Beech The wiring diagrams are in airplanes, identify specific part numbers for these bulbs) or as otherwise approved A: the Beechcraft maintenance under FAA Advisory Circular 23-17C, with states that for taxi and landing lights “all manuals, which are a must-have for lights that are found to meet the requirements of this section [14 CFR 23] and other working on the airplane. All of the directly related airworthiness requirements are acceptable.” It is possible that the lighting power transistors are on the expected update of Part 23 airplane certification requirements may change this, but for now only aviation-approved light bulbs may be installed on type-certificated lighting board heat sinks under the airplanes. I apologize for letting this error get through the review process and into pilot’s seat, behind the front carry print. – Thomas P. Turner, editor, ABS Magazine through spar to the left of the gear transmission.—CB

62 AMERICAN BONANZA SOCIETY October 2016 I decided to become an ABS Life Member after attending the ABS Homecoming in Wichita, KS, June 2014. I have flown in the B2Osh formation four years in a row, multiple events with the Beech Nutz, a BPPP Clinic and this year’s ABS Homecoming was the icing on the cake. There is no greater group of people than all those that support our Beechcraft. It was simple math, I plan to keep my V35 longer than the annual dues would balance the Life Membership fee. It was easy to commit to the ABS team!

Thomas Stayer, Lt Col, USAF Beech V35, Minot AFB, ND Your Life Membership Benefits ABS and ASF!

● Supporting aging aircraft ● Working with the FAA to solve safety of flight areas of concern that impact the longevity and value of our fleet ● Delivering BPPP pilot training and free online courses ● Conducting expert service clinic inspections of your Beech airplane ● Maintaining a world class staff of Beechcraft technical experts to research and offer the definitive answers to your questions ● Teaching and offering assistance to mechanics for Bonanzas, Debonairs, Travel Airs and Barons Your Life Membership Benefits You!

● Monthly ABS Magazine – for the rest of your life ● Part of your Life Membership supports the Air Safety Foundation: an investment in your airplane ● Framed Life Membership Certificate for your home or office ● Embroidered golf shirt with special life membership recognition design ● Your name will be published in the ABS Magazine yearly ● Never having the hassle of renewing your membership again – saving you time and ABS money ● Join nearly 800 members who have made a lifetime commitment to ABS

For more information on becoming an ABS Life Member: Contact Whit Hickman at 316-945-1700 or [email protected] VolumeAmerican 16 • Number Bonanza 10 Society, P.O. Box 12888, Wichita,AMERICAN KS 67277 BONANZA • Office SOCIETY Hours: 8:30 to 5:00 p.m. US Central Time, Mon.-Fri. 63 www.bonanza.org

Member News Ron Randel Receives FAA Wright Brothers Master Pilot Award

on Randel, of Greeley, Colorado, has been awarded the FAA Wright Brothers Master Pilot Award for 50 years of accident- and violation-free flying. The presentation was made by Brian Richardson, FAA Safety Team Program Manager for Denver FSDO. The photo is of Ron and his wife, Madge, receiving the award R from Mike Harris, FAA Regional Front Line Manager. on first soloed a Piper J-3 RCub under the watchful eye of his instructor, James Cornish, MAIN TURBO in Wichita Falls, Texas. While OVERHAUL/EXCHANGE attending college Ron flew infrequently, but he never lost his We Will Help You Troubleshoot Your System! passion for flying. After graduation and moving to Amarillo, Ron was (Teaching Subject At FAA Endorsed Events) able to resume flying. He earned 6 a.m. – 6 p.m. his Private Pilot certificate and . CONTROLLERS purchased his first airplane, a We have been in this Model 35 Bonanza, in 1962. . WASTEGATES business since 1988. . TURBO CHARGERS (See VSR Tester Run on Web Video.) n 1970 Ron moved to Albuquerque, . PRESSURE RELIEF VALVES INew Mexico, where he lived for 35 years. He owned or rented several . TURBOS BALANCED AT 50,000 RPM BY VSR TESTER Bonanzas during that time. In 1999 he moved again, to Greeley, and A father/son team with 88 combined years of aviation maintenance hangars his current Bonanza, a “ experience with A&P license/commercial pilot.” 1958 J35, at Greeley-Weld County Airport. In 58 years since his 1-888-847-8014 • (559) 635-3322 first flight Ron has logged over 234 S Cotta Ct. • Visalia, CA 93292 4,000 accident-free hours of GARY MAIN / BILL MAIN flying. “Sensitive to your needs.” www.mainturbo.com [email protected]

64 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

Member News Adrian Eichhorn Named 2016 National Aviation Technician of the Year

he FAA has named Adrian Eichhorn of McClean, Virginia, the 2016 National Aviation Technician of the Year. Anytime he’s not flying Airbus 320s for JetBlue, you’ll probably find him in his T hangar at Manassas Regional Airport working on a Bonanza. Son of a World War II and Korean War FAA Administrator and Secretary Army pilot, after graduating from of Transportation, and currently a First Michigan Technical University with a Officer on the Airbus 320 for degree in civil engineering Adrian was JetBlue Airways. His passion commissioned in the Army hoping to remains focused on piston airplane follow in his dad’s footsteps as an Army maintenance, particularly aviator. The Army, however, had other Bonanzas. As an active IA, ideas and Adrian embarked upon a 21-year Adrian conducts owner- career with the Army Corps of Engineers, assisted annual inspections retiring in 2000 as a Lieutenant Colonel. for other Bonanza and Baron While stationed in Korea he began flying owners, and has inspected and lessons at a military flying club. Later he approved more than 60 major alterations was to San Francisco where he joined the and conducted more than 40 pre- Alameda Aero Club and earned his private, purchase inspections. He developed instrument, commercial, ATP, CFI, and AGI and obtained STCs for gear-mounted certificates and ratings. landing lights and wingtip recognition It was in San Francisco that Adrian lights for Bonanzas, Debonairs, Barons, first became interested in aviation and Travel Airs. maintenance, performing owner-assisted, A past BPPP instructor and former 100-hour inspections under the tutelage of ABS Board member, Adrian has written an A&P mechanic who also happened to more than 60 articles and features be one of his flight students. Adrian later published in FAA Aviation News, purchased a P35 Bonanza, with which Aviation Safety, and ABS Magazine. He he has had a very hands-on love affair for is a frequent speaker at major general nearly 30 years. He personally overhauled aviation events. Adrian has served the aircraft’s Continental engine, installed as an Aviation Safety Counselor and a new avionics stack and interior, and FAASTeam Representative for nearly replaced most of the sheet metal on the 20 years, giving dozens of safety wings and fuselage, earning his A&P and presentations at airports throughout IA in the process. Adrian flew his Bonanza the greater Washington, DC, area. He around the world in 2016. was honored as the National Aviation When Adrian retired from the Safety Counselor of the Year in 2001. Army he took on a series of pilot The Washington, DC, FSDO honored him jobs, including flying a Challenger in 2004 with its Superior Contribution 604 for the Washington Redskins, to Safety award, and again in 2011 with flying the Gulfstream IV “N1” for the its Flight Instructor of the Year award.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 65 www.bonanza.org

LEVEL 1 Stephen Gansky Robert Tigani Newtown, Pennsylvania Rehoboth Beach, Delaware Andre Bohy Robert Hanel Norwalk, Connecticut Torrence, California Jeffrey Munn Congratulations to these ABS members who have earned ABS AVIATOR status. Jasvir Khurana Albany, New York To participate, send copies of your training Narberth, Pennsylvania Michael Reddy certificates to , [email protected] North Barrington, or fax (316) 945-1710 attn: ABS AVIATOR. Rich Prillinger Redwood City, California Bill Horan Marion, North Carolina William Lippisch Stuart, Florida David Kovach Greenwood, Indiana

LEVEL 2

Noah Bunker Austin, Texas Kevin Crozier Leander, Texas Peter Gerstberger South Orleans, Massachusetts John Saalwaechter Paul Bowen Thorntown, Indiana LEVEL 3

Joseph Weinberg 1/3 4c Moorestown, New Jersey LEVEL 4 Edouard Kohler St George, Switzerland Lee Gerstein Park City,

LEVEL 5

Saul Bresalier Cherry Hill, New Jersey Ron Vickrey Port Orange, Florida George Steed Silverdale, Washington

66 AMERICAN BONANZA SOCIETY October 2016 Air Mod 1/6 Page 4/C Ad

New Life Membership ABS extends a warm welcome to these members who have recently become ABS Life Members.

Walter Henson Quitaque, Texas LightHawk Mel Crist Garden City, Kansas Thomas Wharton 1/2 page island 4c Gulf Breeze, Florida

Andrew Birrell Oxshott, Surrey, United Kingdom

Glenn Beavers Wichita Falls, Texas

Frank Jones Lubbock, Texas

Nico Meijer De Winton, Alberta, Canada

ABS extends condolences to the family and friends of these ABS members who recently passed away.

Roger Sharp Scottsdale, Arizona A member since 2013.

Bruce Beck Marathon, Florida A member since 2008, he flew a 1988 F33A.

Warnie Alexander Piqua, Ohio A member since 1967.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 67 www.bonanza.org GA News

FAA Updates Aviation Weather FAA Advisory Circular (AC) 00-6B, Aviation Weather for Pilots and Flight Operations Personnel, was published August 23. This AC supersedes the 1975 classic AC 00-6A. In its announcement the FAA says, "In 1975, aviation users were not directly touched by radar and satellite weather. In 2016, much of what airmen understand about the current atmosphere comes from these important data sources." AC 00-6B seeks to address this change, and includes vastly improved graphs and illustrations. Google "AC 00- 6B" or visit www.faa.gov.

FAA Delays Changeover to ICAO Flight Plan Format Vacuum & Pressure In the September issue we noted that the Federal Aviation Administration was Instrument Repair Station changing over the ICAO (International Civil Aviation Organization) format for filing Making old dials like new for 45 years domestic flight plans effective October 1st. The day after the September issue went to press FAA announced it is delaying this changeover until January 1, 2017 “to provide • FAA Certified Repair Station (CRS# PGWR692K) more time for integration.” Meanwhile, the FAA has published a simple, three-step • Free estimates and pricing on request. • Rush and AOG services available. guide to moving from the current domestic flight plan format to the ICAO format. As we noted in September, most flight planning software already has the option of INSTRUMENTS OVERHAUL ICAO-format flight plans, requiring the set-up to be made only once. See the FAA’s guide at www.bonanza.org/images/pdf/icaoflightplan.pdf. Airspeed (standard) $130 True Air Speed $170 Altimeters (standard) $215 Altimeters (TSO) $240 Dual Tachs (standard) $300 Dual Tachs (w/Sync) $350 Manifold Fuels (single) $170 Manifold Fuels (dual) $210 Turn & Banks (standard) $300 Vertical Speeds (0 to 6k) $190

Pressure Technologies & Avionics Email: [email protected] M-F 8:30-5:00, Wichita, Kansas Call Terry Toll Free: 866-942-4500 or 316-304-2298

68 AMERICAN BONANZA SOCIETY October 2016 Carolina Aircraft, Inc. www.bonanza.orgFull Page 4/C Ad The Best Planes at the Best Prices

N244CA 2014 G58 N291CM 2007 BEECHCRAFT BARON G58

N244CA Low Total Time! 1525 TT. 50th Anniversary Special Edition! 2075 SNEW; Engines 440 SMOH Factory Air, Known Ice, Long GARMIN G1000 Fully Integrated Glass Panel Flight Deck. $795,000 Range Fuel, Garmin GFC-700 AP w/ G1000, Skywatch Active Traffic, with Baron G58 School. WAAS, Synthetic Vision, Chartview, GDL-69A XM Weather and Music, Stormscope, Excellent Paint and Leather Interior, No Damage History, Beech / Raytheon Maintenance, Professionally 1987 Bonanza B36TC N3075X Flown Since New $725,000 with Baron G58 School. N3108N 1988 F33A

N3075X 1987 Bonanza B36TC N3075X Total Time = 1960, 852 Since Factory Reman, 300 HP Turbo-Charged Engine, Prop 98 Since Overhaul; King KFD-150 Autopilot w/ Alt & Vertical Speed Preselect, 1115 SNEW; King KFC-150 Autopilot / Flight Director / Slaved HSI, Yaw Damp, King IFR Avionics Package, Stormscope, Shadin Digital Garmin 796 GPS / Map with Charts and Terrain,Co-Pilot Brakes, Fuel Flow, 406 MHz ELT, Long Range Fuel (102 Gallons), Built- Dual Control Wheels, 406 ELT, Rosen Sun Visors, GEM 602 Graphic InOxygen System, 3 Blade Hot Prop, Graphic Engine Monitor, No Engine Monitor, 3 Blade Prop, NOT SUBJECT TO WING SPAR AD, Major Damage History, $219,500 with Bonanza B36TC School. NO DAMAGE HISTORY, $159,000 with Bonanza School. 2014 Bonanza G36 N429R 1973 Bonanza V35B N1094W

N429R – 2014 Bonanza G36 N429R. Total Time = 160 Hours Since N1094W Total Time = 2975, IO-520 285 HP, 1260 SMOH, 2 Blade New, IO-550 300 HP, Air Conditioning, Garmin GFC-700 Autopilot, McCauley Prop 250 Since Overhaul, Useful Load = 1200 Lbs, 74 V-NAV, LPV Nav Coupling & Yaw Damp, Garmin G-1000 Glass Gallons Useable Fuel, Century 2000 Autopilot, S-Tec Yaw Damp, Panel w/ WAAS, 3D Synthetic Vision, TAWS-B, Chart View, Garmin GX-55 GPS, Graphic Engine Monitor, Digital Fuel Flow Computer, ADF, Safe Taxi, GDL-69A XM Weather and Music, ADS-B, Active Traffic, DME, Shoulder Harnesses – Front Seats, 5th Seat, Large Baggage Stormscope, DME, 3 Blade Hot Prop, Always Hangared! Door, Vertical Card Compass, Rosen Sun Visors, Low $659,000 Includes Bonanza G36 Flight and Ground School. Time, Hangared, Well Maintained, Nice Paint and Interior $89,000 with Bonanza School.

Visit www.carolinaaircraft.com to see YouTube videos of our Aircraft! Carolina airCraft SaleS ConSultantS: Phone: George Johnson Carolina (866) 540-0300 “The Bonanza Man” (336) 665-0300 Bryan Tuttle Aircraft, Inc. William Byrd Fax: (336) 665-0333

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 69 Rocky Mountain Propellers Inc Half Page B&W Ad

Select Airparts Murmer Aircraft Services Quarter Page Quarter Page 4/C Ad B&W Ad

70 AMERICAN BONANZA SOCIETY October 2016 VAC Veterans Airlift Com- mand full page 4c

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 71 www.bonanza.org Classified Advertising

Classified Advertising Rates: Members 75¢/word; $5/month for Web placement. Terms: Prepaid with order, no agency discounts. Non-members $1.25/word; $15/month for Web placement. 25 word minimum. Closing Date: Must be received by 5th of month before placement. Display Classified Advertising Rates: $195 per month. Ad size is 3-3/8" To Place: Ads need to be submitted in writing. Mail to P.O. Box 12888, by 2-7/8". Include a full color picture of your item along with up to 50 words. Wichita, KS 67277; Fax to 316-945-1710; or use the ABS Advertising Links Format: Grouped initials count as one word. Telephone numbers and e-mail at www.bonanza.org. addresses count as two words. All other words count as one. Questions: If you have questions call 316-945-1700.

AIRCRAFT FOR SALE, RENT, PARTNERSHIP

DON'T MAKE AN EXPENSIVE airplane info @ barmstrong50@gmail. Complete the ground portion of your MISTAKE! Call me for a Free com, or 505 710-6938. 697 Flight Review - in your own home, on Consultation on your purchase of your schedule. Logbook endorsement a Bonanza or Baron before you Retired BPPP Instructor - looking to guaranteed for only $29.95! Visit www. Pre-Buy. Visit my web site at www. lease your Bonanza and/or Travel Air for WINGsRealityEDU.com. 394 beechcraftbuyers.com. Or call 850- my boutique flight school. John Murray 240-7243. 476 ATP/CFII call 781-325-2135. 692 Baron and Bonanza Instruction - Tennessee based (will travel) Stephen Thinking of selling your Bonanza? Known Ice – 1974 B58, F.I.K.I., TTAF Hammers, CFI, CFII, MEI, ATP - 25+ yrs. Call me; I have buyers looking for good 11,400, LSMOH 790, RSMOH 1478, dual Exp. BPPP Instructor. Baron E55 and 58P clean Bonanzas. BeechcraftBuyers. yokes, A/C was on 135 as a cargo hauler, Owner, Initial and Recurrent Training, com, 850-240-7243. 478 runs and flies great, paint is 4, needs 4 Instrument Competency Check or aft seats. $ 65,000. Visit air-mods.com Insurance Checkout. Call 615-479-7195. 479 Looking Bonanza prntshp - N. Atl or email with questions, airmods1191@ Bonanza, Baron, and P-Baron (RYY,FTY,PKD,GVL- SELS, Instr, 800 hr, aol.com. 659 700 cmplx pilot looking for Bonanza Instruction – Gold Seal and Master CFI. Insurance approved P-Baron partnership (or potential partners) INSTRUCTION for a mid 70s to 8ws, A/B36 Bonanza. initial and recurrent training, Previously owned M20C for 250hrs, Instrument Rating in Ten Days - Garmin and G-1000 instruction, and a T210L for 300hrs. George Boney Earn your instrument rating in only ten insurance check-outs, instrument - [email protected]. 702 days. Glass or traditional instruments. and ME ratings, assistance with $9995 includes aircraft and Redbird purchases. Gerry Parker, 713-826-6663 1947 Bonanza - May Annual, 540 full-motion simulator training). (TX), [email protected]. 475 SMOH, freshly overhauled altimeter, Details at 888-823-0002 or www. generator, carb. Nice clean flying FlyTexasAmerican.com. 438 EQUIPMENT, PARTS, SERVICE Avstat Aviation Inc. Bonanza Parts - Specializing in 35 and 36 Bonanzas. We dismantle many 1/6 Page Bonanzas for parts! A thru P, M thru B&W Ad V35A-B, A36, B36, Debonair, A-F33. Email [email protected] or call requests to 530-661-1696. Visit our web 72 to ... page, www.bonanzaparts.biz. 562

Wanted: Dual control yokes, single control yoke, handle, or any parts to them laying in your hangar. Have some avionics, may trade. Call 580-430-1414, email: [email protected]. (00)

72 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org Arrell Aircraft Sales Interior side panels for sale. The BEECH PARTS – panels came out of a 1999 BE-58 Baron Inc with 500 hours. The panels are factory ALL1/6 MODELS Page tan colored, cognac wood trim, and show Musketeer/Sport/SundownerB&W Ad new. I am selling all panels together, not Sierra/Skipper/Bonanza/Debonair T34/TravelAir/Baron/Duchess separate. Sold separately, a table that Duke/TwinBonanza/QueenAir matches the interior wood trim, for KingAir/99 & 1900/Airliner $1000. Pictures are available on request. One of the largest “all-Beech” Shipping is not included. [email protected] inventories in the world 1976 58P Baron – 3056 TT, 1000 or call 225-937-8700. 664 SMOH both by Firewall Forward, Structural, Landing Gear, Flight Control, Accessories, Instruments, 260 SMOH both Hot Props. NDH, Parts for sale - De-ice boots, bladders, Kits, Hardware, Interior Parts, Etc., all Garmin WAAS/GPSS GMX-200 southwindheater and blowers with etc. Since 1969, your best source XM radio, traffic, weather. ADS-B fuel pumps, all are new or overhauled for affordable genuine replacement installed, along with Flight Stream w/8130's, 3 in 1 gauges, fuel gauges parts; call the Beech Specialists… 210, iPad programmable. KFC-200 all with 8130's. [email protected]. Eemail with P/N's or needs. 658 A/P-F/D, dual yoke, full deice, factory AC. Rosen visors, tinted window Pair of TS10 520WB Engines. 660 Hrs inserts. 1660UL. All orig. logs. I will on Factory OVH. Complete all ACC no 701 Del Norte Blvd., Unit 220 display this aircraft at Oshkosh prop strike. 26K outright each. One Stop Oxnard, California 93030 AirVenture this year 2016. or email Aviation (760) 721-1389 or email rick@ (805) 604-0439/FAX (805) 604-0429 [email protected]. 689 onestopaviation.com. 599 www.arrellaircraft.com e-mail: [email protected] (Minutes from Camarillo & Oxnard Airport) WE SPECIALIZE IN WING SPAR REPAIR - St. Pete Air specializes in LIGHT CONTROLS. WE RE-SKIN AlphaBonanza, Aviation Travel Air, Baron Inc. Beechcraft Wing Spar repairs as well ELEVATOR, FLAPS, AILERONS, AND SHOULDER1/6 Page HARNESS WINGS FOR 33 TO KING 300. CALL TODAY as maintenance, annuals, inspections, KITS FOR A QUOTE FOR MAINTENANCE STCs, avionics and pre-buys. Our B&W Ad OR PRE-BUY INSPECTION. ALL WORK qualified, friendly, family owned DONE BY FAA CERT TECHNICIANS. business is located at the waterfront DAVIS MARTIN STRURES DBA CONTROL in downtown St. CENTER LLC 405-401-7757. 255 Petersburg, FL. Contact us for superior service and affordable pricing: www.

SEAT ADJUSTER BROKEN? We have stpeteair.org, 727-755-1359. 587 FAA STC/PMA APPROVED KITS been repairing all types since 1966. Call • Factory style, 3 point diagonal design Elevators, 33 thru Baron. FAA- • Factory quality, TSO-C114 AMSAFE belt systems Jerry 810-329-7083 or email GNichMi@ • Choice of stock colors or special order aol.com. 580 approved repair station #209-53. • Matching rear lap belts available Biggs Aircraft. 405-258-2965, Fax 405- FIXED RESTRAINT INERTIAL REEL EQUIPPED Low Cost Affordable Under wing fuel vent tube repair 258-3016. 486 $899 Complete $1,199 Complete kit. Stainless. $98. Heino Moeller, 714- AIRCRAFT JACKS – THAT FIT Reskin Your Elevators in “Aluminum.” Tail Stand • Three Leg Design 394-6609. 655 Weight “No more Corrosion Problems.” Available • Rugged Construction • #6000 Capacity Ram Fuel tank/bladder leak repair. We Models 33, 34, 36, 95 ,5,5 and 58. Replace • Range 24" - 41" specialize in fuel tank removal and one elevator at a time. Exchange and • Locking Safety Collar • Clears Inner Gear Door installation for leak repair. No more paint available. One price covers all. Built MODEL 324… $269 EA. leaking bladders now. Call Robert in certified. Fixtures by Experienced Online at www.alphaaviation.com Boehnlein 706-573-5699 or email robert@ Technicians. FAA CRS U5LRO68X FAA- columbusaeroservice.com. ABS Center PMA (877)364-8003 or 952-447-7737. Alpha Aviation Inc. of Excellence, Columbus, GA. God bless Email: [email protected]. Web: 1500 East Main Street • Owatonna, MN 55060 952-210-8822 800-653-5112 and see ya soon. 668 www.srsaviation.com. 463 [email protected]

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 73 www.bonanza.org

FLIGHT CONTROLS RESKINNED: & harness $24K Outright. Will take trades. G33, 36, and A36 Bonanzas. IO-470C Flaps, Ailerons, and Ruddervators One Stop Aviation (760) 721-1389 or email or IO470-N Engine Conversions for A35 33 to King Air. Exchange and Paint [email protected]. 378 thru G35 Bonanzas & 33 thru F33. Other available. One price covers all. Built Mods, shoulder harness assemblies, in certified Fixtures by Experienced Cylinders – Hard to find E-Series instrument panel conversions, SS battery Technicians. FAA CRS U5LRO68X FAA- Cylinders, plus IO-470 & IO-520 boxes, seat conversions. All Bonanza PMA. (877)364-8003 or 952-447-7737. Overhauled Stud Assy. One Stop Mods. Hammock Aviation Services, Email: [email protected], Web: Aviation (760) 721-1389 or email rick@ Inc. 972-875-4279. Ennis,TX. www. www.srsaviation.com. 462 onestopaviation.com. 377 hammockaviation.com. 487

ENGINE BAFFLE: Replace your 470 Spar Mod. Kit Installation Bonanza/ RIGGING TOOL RENTAL. Increase series or E225 engine Baffle with PMA Baron. Calkins Aero Service, Inc. – safety, performance, and control with Engine Baffle, Twice as thick as OEM. Houston, TX. 281-579-6674, caero@ ABS rigging tools. $100 plus two-way Also available are PMA Push Pull handles sbcglobal.net. 491 shipping for 12-day rental. Available (Aluminum). FAA CRS U5LRO68X FAA- tools are an Aileron travel board and PMA (877)364 8003 or 952-447-7737. Mike’s Upholstery: Custom interiors, one each ruddervator (D-1 through Email: [email protected]. Web: singles-light twins. FAA certified. Same D-2680) and ruddervator (D-2681 and www.srsaviation.com. 405 location since 1968. North Omaha after) travel boards. RESERVE AHEAD Airport (3NO). Omaha, NE, Mike Roney for your inspection/repair. ABS HQ, ask ENGINES – IO-520BA , ‘O’ SMOH, 402-572-8788. 490 for Lauren 316-945-1700. 493 Complete with New Cylinder Fuel systems, magnetos, harness and starter. Engine Upgrade? STC’d IO-550-B Fuel Gauge Printed Circuit Modules Outright or Exchange. Also, IO-520-BB Engine Conversions for S35, V35, V35A, Rebuilt F33, V35, A36 Bonanza 425 SMOH, complete Fuel System, Mags V35B, C33A, E33A, E33C, F33A, F33C, and Barons. Guaranteed. Replaced

74 AMERICAN BONANZA SOCIETY October 2016 Aircraft Spruce & Specialty Co Quarter Page 4/C Ad

if defective. $625 ea. Exchange. Send Call or email Denise at hk4314@cfl. Dual Yoke Rental. Baron/Bonanza. old unit or call: Birks Aviation Products, rr.com, 321/725-9226. 489 $300 plus shipping for first 2 months, 3520 W Saymore Lane, Peoria, IL 61615; $125/mo thereafter. Steve Weaver 309-686-0614; email: [email protected]. 488 Seat Specialists - Seat recline cylinders 843-475-6868 (WV). 481 repaired, seat repair, seat replacement Dual & Single Control Yokes – Large parts. Call Chuck at AvFab (660) 885- BARON A/C STC KITS FOR SALE! handles, trim knobs, all misc. parts for 8317 or [email protected]. 482 Cool Air ™ approved for 55 thru control yokes, exchange your faded 58TC series Barons. Total electric, & cracked handles for our like new Tables, new and used available. remote mounted. Capable of ground refinished ones. Exchange singles for Contact Chuck 660-885-8317 or chuck@ cooling, light weight R134 certified. dual & vice versa. Call for quote, we avfab.com. 483 Call Gary Gadberry at Aircenter, Inc. buy any duals, singles, or any parts. Air Mech, Inc., 580-430-1414, email: Aviation Design [email protected]. For 20 years: Being your best source for affordable 1/6 Page yokes is our specialty. 474 4/C Ad

Coverups By Denise. Expanded vinyl gear & flap actuator covers for Bonanzas and Barons. Uplock cover set – old style $47, new style $57. Nose retract rod cover – $47. Nose steering rod cover - $25. Wing flap actuator cover set - $57. Main gear chamois retract arm cover set - $69. All prices plus shipping.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 75 www.bonanza.org 423-893-5444(TN) or email aircntr@aol. $130,000. Golf/Nature Homes from MISC com, www.aircenterinc.com. 480 $180,000. Lenny Ohlsson, Broker, Eliminate Chartboard Frustration SPRUCE CREEK FLY-IN REALTY, 800- - Charts are always ready with #1 REAL ESTATE & 932-4437, email: [email protected]. 477 Chartboard Caddy. Easily installs to GETAWAYS console and flips up when not in use. Visit Threshold Ranch Residential www.chart-board.com for details, photo, Blakely Island, WA. No tourists on this Airpark Brief description: Premium order. HURRY! Only 16 in stock. 703 private island in the San Juan Islands Texas residential airpark in NW San NE of Seattle. Enjoy marina, two lakes, Antonio/Boerne area. Large 3/4 to community beaches, & lush forest. ABS POLO SHIRTS and Tee Shirts - 1 acre lots starting in the 80s. Gated, Show your pride get a ABS shirt today! Private paved & lighted runway. Nicely City water, underground electric/ wooded lot with water view. $250,000. Select from a variety of Colors and Styles. gas, curbed streets, paved backyard Go to our Pilot Shop at www.bonanza. Photos available: blakelyisland@aol. taxiways. IFR full service airport (5C1). com, 503-639-4593. 682 org or call Lauren at 316-945-1700. Also Thresholdranch.com. Kevin Best 210- ask about our clearance items. 581 260-5111. Contact e-mail: kafleming@ SPRUCE CREEK FLY-IN REALTY mac.com. 626 – RESIDENTIAL AIRPARK, www. fly-in.com. Daytona Beach, Florida. ABS WANTED: KEY BLANKS OR Sponsor, members. Home of over 60 COMPLETE KEY AND CYLINDER SETS. Bonanza’s and Baron’s. Gated Country CARGO DOOR AND COCKPIT DOOR Club Community with its own Airport, WITH SPARE KEYS FOR 2001 BE36. 4000’ paved runway x 180’ wide, 5/23. CONTACT DAVE AT ASSISTANT@ Private GPS approach. (7FL6). Taxiway REBECCAPIDGEON.COM. 680 Homes from $540,000, condo’s from

76 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

Oshkosh

Wall of Fire By Dick Keyt or years I raced my single-seat Polen Special in the AirVenture Cup Race to Oshkosh. My father Gene, a well-known ABS member, flew his Bonanza (N8135R, F a 1974 V35B) along as a support plane for me in the race. That is why the plane has an "8" on the side. During the AirVenture Cup Race his call sign was "Race 8."

This year I didn’t race, but I flew Race 8 as a support plane. We ended up parked with the race planes near the show center at Oshkosh. Racers left as the week went on, making more room for the crowd on the show line. On Saturday, the crowd line was moved back about 100 feet because the Canadian Forces SnowBird performance required the additional space. This left our Bonanza sitting near show center and away from the crowd, all by itself. Dariusz Jezewski is a professional photographer. He knew that as part of EAA’s afternoon airshow there would be a "Wall of Fire." He used the opportunity to set up and wait using our Bonanza as the center of his photo. ABS Magazine uses this photo with DJ’s permission.

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 77 www.bonanza.org

ABS Board Term Expires Term Expires Area 1: Connecticut, Delaware, Maine, Massachusetts, New Hampshire, New Jersey, New York, President: Paul Lilly (Area 3) 2018 Pennsylvania, Rhode Island, Vermont. 2123 Springwater Lane (Area 1) 2019 Port Orange FL 32128 Area 2: Indiana, Kentucky, Ohio, Maryland, Michigan, Paul Damiano Washington, D.C., West Virginia, Canada, 513 Forest Lake Rd. Phone: 443-803-8656 and all other foreign countries except Mexico. Dalton, NH 03598 [email protected] Phone: 860-306-3441 Area 3: Alabama, Florida, Georgia, North Carolina, [email protected] Greg Stratz (Area 4) 2019 South Carolina, Tennessee, Virginia. W7534 County Road T Area 4: Illinois, , , Minnesota, Wisconsin. Vice President: Fond du Lac, Wisconsin. 54937 Phone: 920-539-6111 Area 5: Arkansas, Louisiana, Mississippi, Oklahoma, Howard Johnson (at large) 2017 [email protected] New Mexico, Texas, Mexico. 11400 S East 8th St. 455 Area 6: Arizona, Colorado, Kansas, Idaho, Nebraska, Bellevue, WA 98004 Jay Burris (Area 5) 2017 Nevada, North Dakota, Montana, South Phone: 206-919-3639 9 W. Kitty Hawk St. Dakota, Utah, Wyoming. [email protected] Richmond, TX 77406-9710 Area 7: Alaska, Oregon, Washington, northern Phone: 713-855-7381 Secretary: California counties north of the northern [email protected] boundary of Kern, San Luis Obispo, and (Area 2) 2019 San Bernardino Counties. Stuart Spindel (Area 7) 2017 P.O. Box 484, Hawesville, KY 42348 Chep Gauntt 23805 S. Oak St. Area 8: Southern California, including the counties Phone: 270-927-6842 Kennewick, WA 99337-6277 of Santa Barbara, Ventura, Kern, San Luis [email protected] Obispo, Los Angeles, Orange, Riverside, San Phone: 509-582-3222 Diego, San Bernardino and Imperial Counties, [email protected] Treasurer: plus Hawaii. (Area 8) 2018 Phil Jossi (Area 6) 2018 Kelly McBride Past Presidents 22141 Alizondo Dr 4163 E Scorpio Pl 1967 - 1971: B.J. McClanahan, MD * Chandler AZ 85249 Woodland Hls CA 91364-6102 Phone: 213-494-0388 1971 - 1973: Frank G. Ross * Phone: 308-440-5143 1973 - 1975: Russell W. Rink * [email protected] [email protected] 1975 - 1976: Hypolite T. Landry, Jr., MD * Second and/or final term 1976 - 1977: Calvin B. Early, MD, PhD 1977 - 1978: Capt. Jesse F. Adams, USN(R) * 1978 - 1979: David P. Barton * 1979 - 1980: Alden C. Barrios ® 1980 - 1981: Fred A. Driscoll, Jr.* Pilots N Paws 1981 - 1983: E.M. Anderson, Jr.* is an online meeting place for 1983 - 1984: Donald L. Monday * pilots and other volunteers 1984 - 1985: Harry G. Hadler * who help to transport rescue animals by air. 1985 - 1986: John E. Pixton * The mission of the site is to provide a user- 1986 - 1987: Charles R. Gibbs friendly communication venue between those 1987 - 1988: Joseph McClain, Ill* that rescue, shelter, and foster animals; and 1988 - 1989: Lee Larson * pilots and plane owners willing to assist with 1989 - 1990: William H. Bush * 1990 - 1991: Ray L. Leadabrand * the transportation of these animals. 1991 - 1992: James C. Cassell, III * Joining is easy and takes just a 1992 - 1993: Warren E. Hoffner minute of your time. 1993 - 1994: John H. Kilbourne 1994 - 1996: Barrie Hiern, MD * ® www.pilotsnpaws.org 1996 - 1997: Ron Vickrey 1997 - 1998: Willis Hawkins * 1998 - 1999: William C. Carter 1999 - 2000: Tilden D. Richards 2000 - 2001: Jon Roadfeldt 2001 - 2002: Harold Bost 2002 - 2003: Jack Threadgill * 2003 - 2004: Jack Hastings, MD 2004 - 2006: Craig Bailey $1,510 $1,960 2006 - 2007: Jon Luy 2007 - 2008: Arthur W. Brock 2008 - 2009: Bill Stovall 2009 - 2010: Ron Lessley 2010: Stephen Blythe

MADE IN USA PHONE: (954) 966-7329 FAX: (954) 966-3584 2010 - 2011: Lorne Sheren, MD 5614 SW 25 St., Hollywood, FL 33023 2011 - 2013: Keith Kohout WEB: www.survivalproductsinc.com 2013 - 2015: Robert Goff EMAIL: [email protected] 2015 - 2016: Cameron Brown * Deceased

78 AMERICAN BONANZA SOCIETY October 2016 www.bonanza.org

ABS Events

Additional details are available at www.bonanza.org, under News & Events. More extensive coverage of “regional” fly-ins can be found on their websites (see web addresses below). Please post all your events on the ABS website www.bonanza.org.

NOVEMBER 3-6 APRIL 28-30 The 2017 Service Clinic ABS/ASF Service Clinic at ABS Maintenance Academy – Schedule is being finalized. Continental Motors – Fairhope, AL Lantana, FL (KLNA). Apply at (KCQF) www.bonanza.org/mechanic-training/ Watch www.bonanza.org and abs-maintenance-academy future issues of ABS Magazine NOVEMBER 3-6 for more dates and locations. ABS/ASF Service Clinic at Cruiseair MAY 4-7 Aviation – Ramona, CA (KRMN) ABS/ASF Service Clinic at Columbus Aero Service – Columbus, GA (KCSG) 2017 National Airparts Inc JANUARY 14 SEPTEMBER 21-24 The Right Connection! Super Power Alternator Conversion. ABS 50th Anniversary Homecoming 1/6 Page BPPP LIVE – Daytona Beach, FL STC’d for Beech Debonair & Bonanza Watch www.bonanza.org for details. – Wichita, KS B&W Ad

APRIL 27-30 NOVEMBER 3-5 ABS/ASF Service Clinic at ABS Maintenance Academy – Midwest Aviation – Paducah, KY Youngstown, OH (4G4). Apply at (KPAH) www.bonanza.org/mechanic-training/ abs-maintenance-academy

UPGRADE TO NEW SUPER POWER, MODERN ALTERNATOR SYSTEM. NEW STC Regional & International Societies CONVERSION ELIMINATES ELECTRICAL Visit these websites for more information. BROWNOUTS AND PROVIDES SPECTACULAR PERFORMANCE & RELIABILITY!. AUSTRALIAN BEECHCRAFT SOCIETY • www.abs.org.au * KITs include FAA-PMA N300 12V 70A alternator BRAZILIAN BONANZA SOCIETY • www.bonanzaclube.com with state-of-the-art ACU and are direct replace- EUROPEAN BONANZA SOCIETY • www.beech-bonanza.org ments for 35 or 50 amp belt-driven generators. MIDWEST BONANZA SOCIETY • www.midwestbonanza.org SOME N300 alternator features: * Heavy duty brushes NORTH EAST BONANZA GROUP • www.northeastbonanzagroup.com * High output at low engine speed NORTHWEST BONANZA SOCIETY • www.nwbonanza.org * Precision balanced rotor ROCKY MOUNTAIN BONANZA SOCIETY • www.rmbonanza.org * Cool operation at maximum load PACIFIC BONANZA SOCIETY • www.pacificbonanza.org * Extensive Radio Noise Suppression * 600 HOUR/2 YEAR WARRANTY SOUTHEASTERN BONANZA SOCIETY • www.sebs.org SOUTHWEST BONANZA SOCIETY • www.southwestbonanza.com NATIONAL AIRPARTS, INC. 1-800-713-1111 or 386-734-3365 web site: http://www.nationalairparts.com

Volume 16 • Number 10 AMERICAN BONANZA SOCIETY 79 Display Advertising Index Display Advertising Director: John Shoemaker 2779 Aero Park Drive, P.O. Box 968; Traverse City, MI 49684 Ph: 1-800-327-7377, ext. 3017 • Fax: 231-946-9588 E-mail: [email protected]

NOTICE: ABS assumes no responsibility for products or services herein advertised, or for claims or actions AmericA n of advertisers. However, members who are unable to get satisfaction from advertisers should advise the ABS. Any references made to the ABS or BPPP, Inc. in any advertisements in this magazine do not indicate or BonAnzA imply endorsement of or recommendation by the American Bonanza Society or the BPPP, Inc. organizations.

Society A/C Systems, LLC...... 5 Honeycutt Aviation...... 5 Aircraft Door Seals LLC...... 75 Insight Instrument, Corp...... Inside Back Cover ABS exists to promote aviation safety Aircraft Insurance Agency By Duncan ...... 12 InTrust ...... 35 and flying enjoyment through education and Aircraft Specialties Services...... 59 J L Osborne Inc...... 74 information-sharing among owners and Aircraft Spruce & Specialty Co...... 75 J P Instruments...... 29 operators of Bonanzas, Barons, Debonairs Air Mod ...... 67 Kalamazoo Aircraft...... 32 and Travel Airs throughout the world. Alpha Aviation Inc...... 73 Knots 2U, Ltd...... 31 American Bonanza Society ...... 63 LightHawk...... 67 www.bonanza.org Appareo Systems...... 51 Maine Aviation Aircraft Maintenance...... 42 1922 Midfield Road, P.O. Box 12888 Arrell Aircraft Sales Inc...... 73 Main Turbo Systems, Inc...... 64 Wichita, KS 67277 Avemco Insurance Co...... 47 Marsh Brothers Aviation...... 3 Tel: 316-945-1700 • Fax 316-945-1710 Aviation Design...... 75 Mena Aircraft Engines Inc...... 18 e-mail: [email protected] Aviation Research Systems...... 6 Micro Aero Dynamics...... 20 Avstar Aircraft of Washington...... 39 Murmer Aircraft Services ...... 70 Office Hours: Monday thru Friday; 8:30 am – 5:00 pm Avstat Aviation Inc...... 72 NAFI - National Association of Flight ...... 61 (Central Time) Baker Aviation ...... 13 Nagle Aircraft Inc...... 10 BAS Inc...... 14 National Airparts Inc...... 79 ABS Executive Director B & C Specialty Products Inc...... 57 NBAA...... 11 J. Whitney Hickman, [email protected] B/E Aerospace Inc...... 15 Niagara Air Parts, Inc...... 37 ABS-ASF Executive Director Beaver Air Services ...... 60 P2 Inc...... 59 Thomas P. Turner, [email protected] Bendix King...... 23 Paul Bowen...... 66 Biggs Aircraft...... 65 Performance Aero Inc...... 40 Technical Questions Bonanza/Baron Pilot Training...... Back Cover Performance Aero Inc...... 41 [email protected] or 316-945-1700 Brant Aero...... 22 Performance Aircraft Parts...... 31 BPPP Questions Bruce's Aircraft Covers, Inc...... 22 Pilots N Paws...... 78 [email protected] or 316-945-1700 Butler Avionics Inc...... 60 Poplar Grove Airmotive Inc...... 12 Carolina Aircraft, Inc...... 69 Precision Avionics ...... 54 Membership and Events [email protected] Cincinnati Avionics (Sporty's ...... 68 Precision Engines, LLC ...... 14 Cruiseair Aviation Inc...... 18 Precision Propeller Service Inc...... 54 ABS Pilot Shop Cygnet Aerospace Corp ...... 55 Pressure Technology & Avionics...... 68 www.bonanza.org or 316-945-1700 DBM...... 28 Quality Aero Maintenance ...... 27 Double M Aviation ...... 21 Ram Aircraft LP...... 45 D'Shannon Aviation...... 25 Rocky Mountain Propellers Inc...... 70 Membership Services Eagle Fuel Cells...... 49 Ryan Machine ...... 61 • Monthly ABS Magazine ElectroAir...... 20 Sarasota Avionics Inc...... 43 • Technical Advice and Parts Sourcing Falcon Insurance Agency Inc. . . .Inside Front Cover Select Airparts...... 70 • Beechcraft Specific Pilot Training Flight-Resource LLC ...... 46 Southern Aero Services...... 22 • Special Members-Only Website Content Floats and Fuel Cells ...... 13 Specialized Aero ...... 58 • Aircraft Inspection Program Garmin International...... 7 Survival Products...... 78 • Beechcraft Maintenance Guides, G & D Aero Products Inc...... 57 The Language Conservancy ...... 42 DVD’s, Merchandise and Apparel Gemco Aviation Services Inc...... 46 Timothy Acker Law Office ...... 39 • ABS Fly-Ins & Events General Aviation Modifications...... 33 Tornado Alley Turbo Inc...... 66 • Aircraft Prepurchase Assistance GlobalParts.aero ...... 26 TruAtlantic Mfg...... 21 • Mechanic & Flight Instructor Training Great Lakes Aero Products...... 43 VAC Veterans Airlift Command...... 71 • Regional Societies Guardian Avionics ...... 45 Val Avionics ...... 20 • Aircraft Insurance Program Hartwig Aircraft Fuel Cell ...... 58 Winward Aviation...... 28 • Rental of Rigging Tool Kits Hartzell Propeller, Inc...... 27 Yingling Aviation...... 36 • Professionally Staffed Headquarters Heritage Aero Inc...... 26

80 AMERICAN BONANZA SOCIETY October 2016 Insight Instrument, Corp. Full Page 4/C Ad